Systems and methods for transportation

ABSTRACT

Systems and methods for transportation includes a car sharing network that invites ride-sharers to join the network; a computer receiving a trip request from one or more riders including a module for: matching, by the computer, the trip request to one or more routes having a common route and satisfying a cost-effective navigation route; dispatching, by a computer, an autonomous vehicle to pick up the rider(s) along the cost-effective route; recommending an item or event of interest to the rider(s); and changing the route to accommodate the item or event.

The present invention relates to transportation.

BACKGROUND

In the last few decades, the number of vehicles used by drivers iscontinuously increasing, and traffic congestion became a commonphenomenon and an urban problem. Due to traffic congestion, many driversspend a significant amount of time, sometimes over one hour, in order totravel by car over a relatively short route. This may result in, forexample, a waste of precious time that the driver needs to spend in hisvehicle, instead of at home or at work, as well as significantfrustration by the driver. Furthermore, a longer travel time typicallycorresponds to a higher utilization of fuel by the vehicle, which inturn corresponds to higher fuel expenses for the driver. Additionally,heavy traffic contributes to an increase in pollution, thereby creatinga possible health hazard in some urban areas as well as an environmentalproblem. Carpooling has been used without significant impact. The otheralternative is taxi and public transportation. However, the use ofpublic transportation can be inconvenient if on-demand is needed for ameeting. Taxi is expensive and still requires the user to wait for thepick-up.

Travelers are bypassing the taxi queue with greater frequency, choosinginstead ride-sharing services like Lyft or Uber. While taxis, limousinesand airport shuttles still dominate the ground transportation business,ride-sharing services are rapidly on the rise among business travelers.

SUMMARY

In one aspect, systems and methods relating to one or more ride-sharingvehicles, each having a driver mobile device in the vehicle to receive aride-sharing request from one or more riders. The system includes aserver coupled to the mobile device, wherein the server receives a grouppurchase of rides, the server determining first and second ridersinterested in purchasing rides and establishing a customer-defined groupidentity with the first and second rider being group members receiving abenefit, and wherein the one or more ride-sharing vehicles provides oneor more rides by the first and second customer using the group identity.

In another aspect, a system includes a ride-sharing computer to receivean on-demand ride-sharing request from a rider and an on-demand requestto deliver a package, a travel matching module to determine a matchbetween the package and at least one rider, and to generate a carpoolproposal directed at a vehicle driver to pool the rider and the package,and a ride-sharing vehicle and with a mobile device coupled to thecomputer, wherein driver picks up the rider and package based on thecarpool proposal.

In another aspect, a system includes one or more ride-sharing vehicles,each having a driver mobile device in the vehicle to receive aride-sharing request from one or more riders; and a server coupled tothe mobile device, wherein the server receives a group purchase ofrides, the server determining first and second riders interested inpurchasing rides and establishing a customer-defined group identity withthe first and second rider being group members receiving a benefit, andwherein the one or more ride-sharing vehicles provides one or more ridesby the first and second customer using the group identity.

In a further aspect, a system includes a ride-sharing computer toreceive an on-demand requests to deliver the items, wherein the computerincludes a travel matching module to determine a match between thepackage and at least one rider, and to generate a carpool proposaldirected at a vehicle driver to pool the rider and the package; and alocal demand aggregation network comprising a computer for inviting aset of neighboring users as a group; purchasing with at least a benefita plurality of items desired by the group from providers of the items;and contacting the ride-sharing computer to deliver items packed in oneor more packages; a ride-sharing vehicle and with a mobile devicecoupled to the computer, wherein driver picks up the rider and packagebased on the carpool proposal.

In another aspect, a ride-sharing vehicle includes a mobile device toreceive a ride-sharing request from a rider, wherein the mobile deviceretrieves a social network profile from the rider and identifies one ormore interests from the rider; and one or more customizable devices inthe vehicle configured by the mobile device to match the rider's one ormore interests.

In yet another aspect, a system includes a ride-sharing computer toreceive an on-demand ride-sharing request from a rider and an on-demandrequest to deliver a package; a rider with one or more rider vehicletypes; a ride-sharing vehicle and with a mobile device coupled to thecomputer; a rider computer configured to receive a route start point anda route end point; retrieve data relating to a vehicle type for possibleuse on the route; retrieve data including at least one attribute of eachof one or more possible route waypoints; wherein the rider computerdetermine a cost based one or more route parameters, and wherein theride-sharing vehicle is selected if it meets a least-cost determination.

In yet another aspect, a ride service network includes computer readablecode for storing calendars for a plurality of riders; aggregatingvehicle capacity and determining vehicle schedule availability;determining if a selected driver has an open time slot for the user; andscheduling an appointment time; a mobile device to receive aride-sharing request from a rider, and a ride-sharing vehicle andincluding the mobile device coupled to the ride service network to pickup the rider.

In another aspect, a mobile device is used to transmit a ride-sharingrequest from a rider requiring first and second travel segments withfirst and second starting points and a destination, and a first vehicleproximal to the first starting point, the first vehicle responding tothe request, the first vehicle automatically requesting a second vehicleproximal to the second starting point to pick up the rider to deliver tothe destination.

In another aspect, a method to provide security for a car driverincludes receiving a ride-sharing request from a rider and picking upthe rider in a ride-sharing vehicle; retrieving a social network profilefrom the rider; identifying one or more characteristics of the rider;verifying an identity of the rider based on the characteristics; andproviding access to the ride-sharing vehicle upon authenticating therider.

In yet another aspect, a method to generate credit rating on a personincludes receiving a ride-sharing request from a person and picking upthe person in a ride-sharing vehicle; retrieving a social networkprofile from the person; identifying one or more characteristics of theperson; generating a credit score for the rider based on thecharacteristics; and rating the credit score based on a plurality ofride-sharing evaluation of the person from ride-sharing drivers.

In another aspect, systems and methods are disclosed for financing formembers of a group by selecting a group of members in a social network;rating each member based on the driver's evaluation and based on socialnetwork information to be able to make at least a predetermined monthlypayment; forming a social contract with each member to make thepredetermined monthly payment to a common fund over a specified term inexchange for receiving an award in a contracted amount at some pointduring the term; receiving payments from the group of members; and on amonthly basis, identifying at least one member who is eligible toreceive an award, and distributing the award to that member.

The system includes a method for transparency on surge pricing. The dataon number and location of drivers and riders in real time and an auctionis done using an optimal market-clearing model. The rider indicates howmuch they are willing to pay, and the service provides an estimate ofhow much of a wait that will give riders, according to how manyhigher-paying riders are ahead of them. The system gives the rider achoice—wait for an available car, with a predicted queuing time, or bida surge price to jump the queue. Then it is a true auction withtransparency. Riders could even bid below the normal price, if anyone'savailable off-peak.

The system allows the user to make a reservation hours or days inadvance, and let drivers commit to pick up a reservation. Riders have atime and price guarantee, while the ride-sharing service has a valuablesignal in advance on demand. And the driver gets predictability. Thesystem provides an opt-in to sync with smart phone calendar and letpeople choose at the beginning of the day or week which meetings they'dlike to advance book trips for. The system can sync with TripIt tofigure out when they might need airport rides. With the traffic data,the system could even propose pick up times based on expected traveltime, with a user-adjustable cushion. The system also enables theservice to provide “Everyone's private driver” as riders can requestspecific drivers in advance.

Riders add drivers to a favorites list/folder on the Uber App. If thedriver is not available, riders can then choose other drivers on theirfavorites lists or choose any available drivers that is in the area thatare not on their favorites list.

The system allows a driver opt-in to a shift, and while they're working,the app tells them immediately what their next pickup is after they'vedone a drop-off. Passengers aren't left waiting as long for a matchin-app—the system can match them with a driver on his or her way to anearby destination, and bake in the time for the dropoff—and the systemavoids the driver having to operate their phone to pick out a personwhile driving around aimlessly.

The system allows a rider to give some indication of his/her personalitytype/preference for a preferred level of interaction ensures that ridersand drivers alike are more likely to have a positive experience on agiven ride. The level of interaction is probably the easiestcustomization here with the biggest impact, but even things like pullingyour favorite music from Facebook and playing a Pandora station based onit would be pretty easy and a pretty cool experience to hop into a carthat's playing one of your favorite songs when the rider gets in.

The system also provides local event recommendations to tourists or fora night out. The local recommendations are divided between placerecommendations (Yelp, foursquare, 7×7, Thrillist) and eventrecommendations (Upout, Nudge, YPlan, Sosh, funcheapSF, SF Station,Do415). In one embodiment, the application can be opened with a headersays “Looking for something to do tonight?”, and when the rider selectsit there's a curated list of a couple things, along with discountsoffered by those institutions on your ride there. Vendors could price itdynamically to bring more people there earlier in the night versuslater, offer extra perks for bringing friends, or pair the ride with afree drink upon arrival.

Advantages may include one or more of the following. The carsharing/riding system improves utilization of a car, which sits idle anaverage of 22 hours per day while costing owners loan/lease payments,maintenance, parking and insurance The system turns an underutilized,expensive possession into an asset that has a real economic andenvironmental impact in the community. Each shared vehicle removesapproximately 15 personally owned vehicles from the road. (There are 1billion cars on the road worldwide and 1 car for every 1.3 people in theUS.) Manufacturing a new car takes a lot of resources so abstaining frombuying one can save from 6-35+ tons of CO2 emissions. Sharing leads tomore money reinvested in the local economy, decreased pollution-inducedillnesses and improved community health.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1A is a schematic diagram of a route planned by an exemplarytransportation system that handles car-renting and/or ride-sharingservice and that can perform expedited local delivery of goods/servicesin addition to people.

FIG. 1B shows an exemplary drone carrier portion of a ride-sharingvehicle.

FIG. 1C shows an exemplary parallel drone delivery and ride-sharingprocess.

FIG. 2A shows an exemplary user interface for renting/borrowing cars ina shared economy.

FIG. 2B show an exemplary process for crowd-lending a car/vehicle.

FIG. 2C shows the availability of ride-sharing vehicles such as Lyft orUber near a user's pick up location, while FIG. 2D shows a driver'sprogress toward the rider and the estimated time of arrival.

FIG. 3 illustrates an example transportation service system.

FIG. 4 shows an exemplary system to customize a car to suit a rider'spreference using flexible displays positioned in the vehicle cabin.

FIG. 5A-5D shows an exemplary scheduling architecture.

FIGS. 6A-6B show an exemplary architecture for the on-demandride-sharing scheduling platform to deliver customers for businesses.

FIG. 7 shows exemplary systems for capturing navigation data and usingsuch data for smart vehicles.

FIG. 8 is a sequence diagram illustrates generally operations performedby the system.

FIG. 9 is a diagram illustrates generally, an overview of a recommendersystem that may allow drivers to obtain action recommendations based onthe driver behavior parameters, according to embodiments disclosedherein.

FIG. 10 is a diagram illustrates generally, an overview of preferencesmatching by the server, according to embodiments disclosed herein.

FIG. 11 is a flow chart illustrates generally, a method for selectivelyproviding insurance information to a service provider, according toembodiments as disclosed herein.

FIG. 12 is a diagram illustrates generally, an exemplary system thatcustomizes insurance rates to correspond to behavior driver, accordingto embodiments as disclosed herein.

FIG. 13 is a diagram illustrates generally an insurance rate adjustmentcomponent that further includes an analyzer component, according toembodiments as disclosed herein.

FIG. 14 illustrates generally, a method for customizing insurance ratesof a driver, according to embodiments as described herein.

FIG. 15A illustrates generally, a method for presenting informationrelated to a real-time insurance rate, according to embodiments asdescribed herein, while FIG. 15B shows an exemplary email sent todrivers to provide feedback.

FIG. 16 is diagram illustrates generally, a method for installation of areal-time insurance system, according to embodiments disclosed herein.

FIG. 17 is a diagram illustrates generally, a method for gatheringinformation from an on-board monitoring system employed in a real-timeinsurance system, according to embodiments as disclosed herein.

FIG. 18 is a diagram illustrates generally, a method mounting cameras tocapture traffic information, according to embodiments as disclosedherein.

FIG. 19 is a diagram illustrates generally, a method mounting cameras tocapture driver behavior, according to embodiments as disclosed herein.

FIG. 20 is a diagram illustrates generally, a first vehicle programcommunicating with a second vehicle program through an Inter-VehicleCommunication, according to embodiments as disclosed herein.

DESCRIPTION

As described herein, “ride-sharing” refers to “an arrangement in which apassenger travels in a private vehicle driven by its owner, for free orfor a fee, especially as arranged by means of a website or app.”Further, “car-sharing” refers to “an arrangement in which a passengerborrows a vehicle belonging to another person and drives the vehicle fora predetermined period and returning the vehicle, for free or for a fee,especially as arranged by means of a website or app.” Further, a “user,”“rider”, or a “customer” refer to individuals that are requesting orordering an on-demand service. Also, services that “let people usesmartphone apps to book and pay for a private car service” are to becalled “ride-sharing” or “ride-booking services.” Also as describedherein, a “driver”, “provider,” or a “service provider” refer toindividuals or entities that can provide the requested service. As anexample, a user can request an on-demand service (e.g., car/taxiservice, food delivery, messenger service, telegram service, or providea product) using the system, and a service provider can communicate withthe system and/or the user to arrange to perform the service. As usedherein, the term “package” is not limited to a parcel, but means anytype of good or service being delivered or dispatched by a carrier orride-sharing service provider. In one embodiment, the package can be achild that needs signed documentation to ensure safe handling of thechild. In addition, a “credit score” refers to a rating or expression ofa person's creditworthiness that is used by lenders to access thelikelihood that a person will repay his or her debts. In addition, asdescribed herein, “customer devices” and “provider devices” refer tocomputing devices that can correspond to desktop computers, cellular orsmartphones, personal digital assistants (PDAs), laptop computers,tablet devices, television (IP Television), etc., that can providenetwork connectivity and processing resources for enabling a user tocommunicate with a system over a network.

A transportation environment is shown in FIG. 1A where the system cantransport people as well as goods/services. People can be riders, whilegoods may be items/packages consigned by a store, and services can beproviding or transporting a pet to a veterinarian, for example. In FIG.1A, the system can treat the rider and the goods/services (collectivelypassengers) in a route planned by a system 100 (FIG. 3) where a firstpassenger with an pick-up point (1) and a drop-off point (2), a secondpassenger with an pick-up point (3) and a drop-off point (4) and a thirdpassenger with an pick-up point (5) and a drop-off point (6), and aroute (10) is a union of three optimal routes for the first, second andthird passenger from pick-up point (1), (3) and (5) to drop-off points(2), (4) and (6), respectively. The process can identify carpoolingpossibility by matching sub-segments where people can be picked up anddropped off. Appropriate vehicles are selected that carry passengerswith vacancies and have routes such that each route contains thestarting point of the optimal route and coincides with every point inthe optimal route until the end point of the route, carry passengerswithout vacancy and have routes with end points near the starting pointof the optimal route; or are idle and have positions near the startingpoint of the optimal route such that user passenger parameters such asnumber of passengers and vehicle type preferences transmitted by therider or consignor can be satisfied. Ideally, the riders would not beaware that they are part of a package delivery system, so the systemminimizes stops where people have to wait in one embodiment. In anotherembodiment, when a vehicle is proximal to a package delivery point, adrone is launched to drop off the package at the delivery point and thenfly back to the vehicle under the watch of the driver to conform toapplicable drone flight regulations. All this is done with minimaldisruptions to the human driver and rider(s).

FIG. 1B shows an exemplary drone carrier that also performsride-sharing. Each vehicle has a landing area where the drone can takeoff and land. The drone uses a coordinated control strategy with the carcomputer for autonomous docking. Converging on a pre-set location, thedrone vehicle communicates its position to a decentralized controller onthe car. This controller accounts for nonlinearities in the vehicles'paths, catering for various factors, such as strong winds and timedelays from Wi-Fi or radio signals. Local controllers to feedbacklinearize the models can be used, and a joint decentralized controlleris used to coordinate a rendezvous for the two vehicles. The effects oftime delays on closed loop stability are examined using a RetardedFunctional Differential Equation formulation of the problem, and delaymargins are determined for particular closed loop setups.

FIG. 1C shows an exemplary drone deliver process as managed by a driverof a ride-sharing vehicle. The process includes:

Identify all packages and rides to be handled by car

-   -   Each package contains a drop coordinate for drone destination    -   Optimize paths for car pooling and delivery segments    -   Group package pickup and rider pickup for optimum path plan    -   Deliver riders first if possible to minimize inconvenience    -   When near the drop coordinate, open drone carrier and launch        drone    -   Car continues on path and sends current GPS coordinate to drone    -   Drone flies to drop coordinate, delivers package and flies back        to car    -   Drone lands in carrier and door is closed to secure drone while        riders are delivered

In accordance with one aspect of the present invention, an entirehierarchical spectrum of multi-autonomous control modes are madeavailable to the driver as a system operator. The driver isillustratively able to efficiently and smoothly change control modesmid-mission as desired. The driver can do much more than simply change,edit or adjust waypoints on a waypoint-following mission. A driver caninterrupt a waypoint-following mission to guide the vehicle manually, orpartially manually (e.g., remote directional commands), or based onsensor/remote line-of-sight command control. In accordance with oneembodiment, the control system is configured to optionally transitionback to an interrupted mission (e.g., back to an originalwaypoint-following mission). It should be noted that the “operator” isnot necessarily human. For example, the driver could be an automateddecision-making source. The spectrum of control modes available to thedriver illustratively corresponds to the particular functionalsub-components incorporated into a variable autonomy control systemarchitecture. In accordance with one aspect of the present invention, inaddition to numerous specific control modes that will be describedwithin the present description, a spectrum of additional control modesare conceivable. The control systems of the present invention can beeasily configured to support (including conflict and transition supportthat enables the driver to switch back and forth between modes)basically any control mode or module. Examples of such control modesinclude:

-   -   1. Driver inputs a planned route and then the control system        autonomously chooses a vehicle (e.g., one of several available        vehicles) and automatically guides the vehicle along the planned        route . . . or driver designates a moving ground target and then        the control system autonomously chooses a vehicle and        automatically guides the vehicle to track the ground target    -   2. Driver provides a planned route for a specific vehicle before        the vehicle is launched . . . the vehicle follows the        pre-planned route    -   3. Same as #2 but driver is allowed to change to a different        planned route post launch (e.g., ability to change missions)    -   4. Control based on a vector-based decision process (e.g.,        vehicle will head in a predetermined direction at speed x,        altitude y, etc. . . . then turn based on new vector input        information    -   5. Remote Directional Control (RDC) control (e.g., flying        directionally such as with a multi-directional joystick input        mechanism . . . with autonomous safety nets that do not let the        driver aerodynamically stall, over-steer, overbank, or otherwise        compromise flight of the vehicle)    -   6. Full Manual Control (remote commands which directly reach the        control surfaces un-compensated or conditioned)

Accordingly, the control systems enable an driver to move in and out ofa range of different control modes selected from a broad controlspectrum including everything from automated mission planning to directcontrol, with many available modes in between. Modes other than the sixlisted above are certainly within the scope of the present invention.Software products for automatic route planning are commerciallyavailable and can be implemented in the context of the described controlsystem and architecture. For example, OR Concepts Applied (ORCA) ofWhittier, Calif provides at least one software product for routeplanning such as their “ORCA Planning & Utility System” (OPUS). This isbut one example of a software component that can be utilized to extendthe functionality of the broader control system.

The system planning ride-share routes for vehicles plans a route foreach vehicle such that the planned route is a union of the originalroute of the chosen vehicle, the optimal route and, if the vehicle iscarrying passengers without vacancy or is idle, a route connects the endpoint of the original route and the starting point of the optimal route.Information such as boarding time, boarding position, number ofvacancies, vehicle license number, transportation fee, etc. to thepassenger internet devices and the planned carpool route, passengerpick-up points, drop-off points and parameters are sent to the vehicle.

Other features of the system can include one or more of the following.The system provides transparent bidding for vehicles, carrental/borrowing, rideshare matching, and/or package delivery. Thesystem can also support delivery of Item Lending, or in case of a GroupPurchase, the Delivery with Ride-sharing. The system can open up accessto the mass to provide a virtual business fleet for businesses that wantto pamper customers/clients with custom pick-up and delivery services.The environment of the vehicle cab can be changed to provide aCustomizable Taxi or Ride-Sharing Environment. The system can provide OnDemand ride sharing and for large events such as a concert, can provideScheduled request for delivery. The system can provide automatedbuffering of vehicles for expected large events. Rider sharing can bedone with multiple modes of transportation, for example, borrowed carservices and services in the shared economy. The system enables rapidsecurity checking, and can apply the driver as a human assessment inconjunction with a credit rating of people being driven and the creditrating with personal assessment by one or more drivers. The system canuse peer-to-peer wireless systems to automatically discover riders withsame shared interests. Ride share Protection for People and Asset isprovided and such systems can allow discrete dating that is safe andlasts as long as desired. The system can be used for financing purchasesof vehicle by being part of driver pool.

In some implementations, a ride-sharing system includes an on-demandservice application, a map component, a map database, and a locationdetermination. The components of system 100 can combine to provide userinterface features that are specific to user selections, user locality,and/or real-time conditions to enable a user to request on-demandservices. The on-demand service application can correspond to a programthat is downloaded onto a smartphone, portable computer device (e.g.,tablet or other ego-aware device). In one implementation, a user candownload and install the on-demand service application on his or hercomputing device and register the computing device with an on-demandservice system of the entity. The application manager can receive userinput, location information 147 and other information (such as userinformation and/or historical information) to configure content that isto be provided by the UI component 120. For example, the UI componentcan cause various user interface features to be output to a display ofthe computing device. Some of the user interface features can beregion-specific (e.g., based on the current location of the computingdevice) to display information that is particular to the region. Theuser interface features can also provide dynamically adjusted contentbased on user selections provided via the user input.

The location determination can determine the location of the computingdevice in different ways. In one example, the location determination canreceive global positioning system (GPS) data fromlocation-based/geo-aware resources of the computing device. In addition,the location determination can also receive GPS data from otherapplications or programs that operate on the computing device. As anaddition or alternative, the on-demand service application can determinethe user's current location or pickup location (i) by using locationdata provided by the on-demand service system, (ii) by using userlocation input provided by the user (via a user input), and/or (iii) byusing user info and/or historical info stored in one or more userdatabases.

The on-demand service application can provide location information tothe on-demand service system so that the on-demand service system canarrange for a service to be provided to a user (e.g., arrange atransport service or an entertainment provider service). Based on theuser-specified region, the on-demand service system 170 can provideinformation about available service providers (e.g., drivers, ormariachi bands) that can perform the on-demand service in that region.For example, for a transport service, a transport on-demand servicesystem 170 can maintain information about the number of availablevehicles, the number of available drivers, which drivers are currentlyperforming a transport service, which drivers are ready to pick upusers, the current location of the vehicles, the direction anddestination of the vehicles in motion, etc., in order to properlyarrange the transport service between users and drivers. In anotherexample, for a food service, a food on-demand service system 170 canmaintain information about the different food trucks that are available,where the food trucks are, how long a food truck will be at a particularlocation, what type of foods are being served, etc. Because services canvary between regions, such as cities, the application manager can causeonly information pertinent to the user's specific region to be providedas part of the user interface.

Using the information maintained about the services and the serviceproviders, the on-demand service system can provide relevant informationto the on-demand service application. Service information can correspondto information about the particular on-demand service that can bearranged by the on-demand service system (e.g., food services, deliveryservices, transport services, telegram or entertainment services).Service information can include information about costs for the service,available service options (e.g., types of food available, types ofentertainment, delivery options), or other details (e.g., availabletimes, specials, etc.). Provider information can correspond toinformation about the available service providers themselves, such asprofile information about the providers, the current location ormovement of the delivery vehicles, transport vehicles, food trucks,etc., or the types of vehicles.

After the user confirms the request for the on-demand service, theon-demand service application can provide the service request to theon-demand service system via the service interface. In some examples,the service request can include the service location specified by theuser (e.g., the location where the user would like the service to beperformed or provided), the user's account information, the selectedservice option, any specific notes or requests to the service provider,and/or other information provided by the user. Based on the receivedservice request, the on-demand service system can arrange the servicebetween the user and an available service provider that is qualified andcapable of providing the on-demand service. The on-demand service systemcan provide additional provider information to the on-demand serviceapplication, such as the particular service provider who will befulfilling the service, the service provider's ratings, etc., so thatthis information can be provided to the user on a user interface.

FIG. 2A shows an exemplary user interface for renting/borrowing cars inthe shared economy. The UI shows cars available for rental (A) andmotorbikes available for rental (triangle). The system of FIG. 2 differsfrom that of FIG. 2B or 2C in that the vehicles are stationary and it isthe user that is walking toward the vehicle to pick the vehicle up. Incontrast, in FIGS. 2B-2C, the rider is stationary and the ride-sharingvehicles come to them. The system shows Uber/Lyft vehicles on the map sothat the user can decide on renting or ride-sharing. In FIG. 2B, theprocess for crowd-lending a car/vehicle is as follows:

-   -   Owner registers vehicle (40)    -   If not smart car, install Immobilizer hardware (42)    -   If the vehicle needs to be located due to an emergency, the        system can access its coordinates (44)    -   Owner can designate a boundary for the vehicle (44)    -   Renter registers and credit worthiness is assessed and        periodically updated (48)    -   Renters use a mobile app or call a Call Center to access the        rented vehicle during a reservation (50)    -   After credit approval and rental check out, navigation software        sends GPS location and walking instruction to renter to access        vehicle (52)    -   Renters who go beyond boundary area will receive alerts (54)    -   If the vehicle is stolen, or taken outside of a designated area,        the system has the ability to notify the authorities of the        vehicle's location and immobilize it (56)

When activated, the immobilizer can alters a static code in a key foband recognized by an RFID loop around the lock barrel and checkedagainst the vehicle's engine control unit (ECU) for a match. If the codeis unrecognized, the ECU will not allow fuel to flow and ignition totake place. They can use rolling codes or advanced cryptography todefeat copying of the code from the key or ECU. The microcircuit insidethe key is activated by a small electromagnetic field which inducescurrent to flow inside the key body, which in turn broadcasts a uniquebinary code which is read by the automobile's ECU. When the ECUdetermines that the coded key is both current and valid, the ECUactivates the fuel-injection sequence and the car is drivable. Otherwisethe car is disabled.

As an overview of the embodiments that are described more particularlywith reference to the FIG. 2B, consider the following scenario thatutilizes the car rental checkout service. A customer is directed to walkto a specific GPS coordinate by the mobile application on the customer'sphone and communicating with a car rental checkout service. It may alsobe that the customer has an itinerary already that indicates a GPSlocation or where the customer's car is located. The car rental checkoutservice instructs the customer to frame the VIN on the car in areceptacle displayed by the mobile app. Alternatively, a text messagesent by the car rental checkout service tells the customer to active thecustomer's bar code scanner on phone and to the scan the VIN. It mayalso be that a picture is taken if the phone does not have a native barcode scanner. At this time, the mobile app on the phone or the carrental checkout service recognizes either the barcode or characters thatcomprise the VIN, and records that the customer is taking possession ofthis car particular car with this VIN. Here, the mobile app can send theVIN to the car rental checkout service or the customer can be instructedto send an image of the VIN to a particular number monitored by the carrental checkout service. The car rental checkout service then remotelyunlocks the car through OnStar® or similar auto managementinfrastructure based on verification of the reservation.

Next, the customer is instructed (via the mobile app or text messagessent by the car rental checkout service) to perform a walk-around of thecar with the camera of the phone framing the car as a 360-degree videoor a as series of still images. The app or car rental checkout servicestores the images, location and time as a video record of anypre-existing damage to the car. In the case of the app storing, the appsends to the car rental checkout service on behalf of the customer.Without the app, the customer is instructed to send to a numbermonitored by the car rental checkout service or instructed to upload toa predefined site monitored by the car rental checkout service. Next thecustomer is instructed (via text messages or the app in communicationwith the car rental checkout service) to start the car and frame thedash-board in the app provided receptacle (or using the phone's cameraapplication). The mobile app or the car rental checkout servicerecognizes the car's fuel gauge and odometer readings through opticalrecognition software and notes these values along with the location andtime of the photo and confirms the value with the customer. In the casewhere there is no mobile app, the car rental checkout service instructsthe customer via a text message to send the image of the gauges via atext to a phone number monitored by the car rental checkout service orto upload the image of the gauges to a site monitored by the car rentalcheckout service. For added security, the customer may also be asked toenter, via an app or via a text message sent, the license number of thecustomer.

The car rental checkout service records the images or video to establisha record for the car rental transaction between the car rental owner andthe customer. If a mobile app exists, it may automatically retain theimages for the customer on the wireless portable device as well should adispute about preexisting damage arise when the customer checks the carback in after the car rental period. Alternatively, the customer can beinformed via a text message to the wireless portable device to retainthe images or video for the customers on records should a later disputearise.

The car rental checkout service sends the record to a car rentalmanagement system to obtain confirmation details for a confirmationpermitting the customer to exit the car rental facility with the car.The car rental checkout service sends to the wireless portable device aconfirmation that indicates that the customer can now drive the car tocomplete the car rental checkout transaction. Thus, an entirely unmannedcar rental can be facilitated using the techniques described herein.

One example of a ride-sharing service is Uber or Lyft, where pickups aremade on demand and drivers arrive within minutes. The drive can also bescheduled in advance to facilitate group events. As shown in FIGS.2C-2D, the Uber app will show the rider approximately how far away theclosest driver is so the rider can request his/her pickup at a time thatfits his/her schedule. The fare is calculated based on distance andtime. For Uber, a typical driver cycle after pick-up: 1) drive passengerto destination; 2) drop-off, mark as dropped off in app; 3) drivearound, wait for ride request; 4) opt-in to select that person forpickup; 5) go pick them up, and then back to step 1. While driversprefer to have a passenger in their car for the highest percentage oftheir time on the road, and steps 3 and 4 hinder that ability. The vastmajority of services that Uber and Lyft and others provide mimics atraditional taxi or driver service. For car-pooling using ride service,a rider map database is searched for potential matches to the route andother criteria submitted by the rider. The software may begin thesearching process by finding riders who travel the same or nearly thesame route. In one embodiment this is accomplished by comparing theroute nodes and vertices of one rider to those of another rider route tofind compatible riders. For example, a first rider route having ten roadsegments is compared to a second subscriber route having nine roadsegments. Upon comparison of these two routes it is found that eight ofthe segments are common. In this example, the second subscriber would beadded to the list of potential subscribers to be sent to the subscriberseeking a carpooler. In one embodiment, the percentage of nodes that arein common with the subscriber's route may be a parameter taken intoaccount when compiling the list of potential ride sharers. For example,a first rider may be willing to accept a list of riders that have routeswith eight of ten matching segments but a second rider may only accept alist of ride sharers having all ten matching nodes. After a list isgenerated containing riders with the same or similar routes, the systemmay next compare the preferences of the subscribers to generate the listto be sent to a particular subscriber. The list may include those othersubscribers that do not fit a subscribers profile completely but may bewithin a certain degree of variance. Upon the completion of thesearching, the list of ride sharers are sequenced and the pathsgenerated and transmitted to the driver of the ride-sharing vehicle. Thedriver may then retrieve the transmitted list or may be notified byelectronic mail or may be notified by an audible message sent to thevehicle and broadcast via the mobile device so for pick-up of theriders.

In some embodiments, a customer can transmit a request for transportfrom a given customer geographic location. A service may handle therequest by selecting a party to provide transport to the customer.According to some embodiments, the pairing of the party to the customerrequesting the transport is performed programmatically and/orautomatically, based on parameters such as the location of the driver(or a vehicle of the transport party).

According to embodiments, individual drivers may be selected asrespondents to a customer request, whom in turn have the option toaccept the assignment. Once a driver is selected and has accepted theassignment, information about the driver (e.g. the location of thedriver when the fare was accepted, a picture of the driver, his ratingetc.) may be communicated to a device of the rider. The driver may alsobe provided information about the rider (e.g. the picture of the rider,the rider's safety rating, the rider location or pickup location).Additionally, some embodiments provide that the customer is providedupdates as to the location of the vehicle of the driver en route to thecustomer. The updates may be provided in real-time or near-real time, toreflect the progression of the driver towards the customer.

Rideshare Device

An overview of a transportation system 100 is shown in FIG. 3. Thepassenger can be a biological entity (human or animal) or can be anobject or consignment. In one embodiment, ride-sharing can be used andthe rideshare can include a transaction between a driver 102 and apassenger 104 that results in the transportation of the rideshareparticipants 102, 104 to a destination 106 along a route 108. In anotherembodiment, the passenger can rent a local vehicle (car sharing) afterentering into a transaction with the car owner that results in thetransportation of the passenger to the destination 106 along the route108.

The driver 102 provides transportation using a vehicle such as anautomobile 110. Other forms of transportation may be provided, such asairplanes, trains or vans. Each participant 102, 104 (or animal/objectowner) has available to him or her a rideshare device 112, 114. Therideshare device 112, 114 has communication capabilities and a locationdetermining capabilities. Moreover, each participant 102, 104 has accessto a plurality of modes of transportation. For example, the participant102, 104 can have motorcycle, bike, owned car, borrowed car, boat,plane, glider, among others. Each of the mode of transportation can haveits own costs and requirements. The system 100 can optimize the cost andrecommend a combination of modes to best reach a destination. Forexample, in the city, Uber or Lyft may be the most convenient andcost-effective. However, if the rider wants to go to a remote area forsight seeing, Uber or Lyft may not be cost-effective and a combinationof ridesharing with borrowing a vehicle to drive to remote areas may beeffective. The borrowing of the vehicle may be from a conventional carrental company, or may be from the crowd. One such service is ZipCarwhere the user can book a Zipcar for a couple hours or the whole day.When the time is almost up, the rider can return the car to the samereserved parking spot. The rider can also borrow car from the localpopulation. To ensure that riders come back with the car, the system cando a preliminary charge to the rider's credit card account to ensurefund availability. The system also checks the rider's credit worthinessas described below.

The rideshare device 112, 114 communicates with a location broadcaststation 120 and a communication broadcast station 130. Commonly, thelocation broadcast station 120 is a satellite, such as a globalpositioning system. Examples of communication broadcast stations 130include cellular towers, WI-MAX broadcasters, WiFi broadcasters,walkie-talkie and other forms of radio communication. The locationbroadcast station 120 and the communication broadcast station 130 may becombined into any convenient form, satellite or terrestrial. Theparticipant device 112, 114 includes, or has access to, a locationsystem such as GPS or other locating strategies. Similarly, a cellulartelephone, or similar device, can be located by triangulatingcommunication signals 132, 134 originating from the device 112, 114received at a plurality of broadcast stations 130.

A rideshare system 160 interfaces with the rideshare devices 112, 114through the communication broadcast station 130. The rideshare system160 arranges and administers a rideshare transaction between a driver102 and a passenger 104. The rideshare transaction occurs along a route108 starting at an origin 105 and concluding at a destination 106. Asdiscussed below, the rideshare system 160 determines a driver location170 using the location capabilities of the driver device 114. The driverlocation 170 may be the origin 105 or any point along the route 108 asthe vehicle 110 is in transit. A pickup location 172 is determined fromthe location capabilities of the passenger device 112. The application172 need not be the actual location of the passenger device 112, forinstance a safer nearby pickup location may be specified by therideshare system 160. Safety functions provided by the rideshare system160 include the monitoring of a trip location 174 as the passenger 104shares the transport 110 with the driver 102.

The rideshare system 160 may be used in a number of transportationcontexts and locations. For example, the rideshare system 160 maysupport commuting in different metropolitan areas within the same ordifferent countries. A rideshare support system provides a localizationmodule that may provide directions and instructions translated for, orotherwise tailored to, a particular location. A map module providestransportation maps, for example roadmaps of the transportation coveragearea administered by the rideshare system. Navigation systems supportprovides navigation functions such as driving directions and may beinterfaced with location determining systems such as GPS or the locationdetermining functions of the participant devices 112, 114. In anotherembodiment, cars from locals can be borrowed or rented for a fee. Inthis system, smart cars are used as rental vehicles with keyless entry,and secure vehicle monitoring and operation solution. The system has GPStracking, remote immobilization, keyless operation, geo-fencing. Thereis no need to hand over the keys. Renters can use a mobile app or call aCall Center to access the rented vehicle during a reservation. Thenavigation software will help get renters to the destination. If thevehicle needs to be located due to an emergency, the system can accessits coordinates. The car owner can designate a boundary for the vehicle.Renters who go beyond this area will receive alerts. If the vehicle isstolen, or taken outside of a designated area, the system has theability to notify the authorities of the vehicle's location andimmobilize it.

Transparent Bidding

In one embodiment, each member knows the others' bids as transparency isan important feature of the system. The system shows only the currentwinning bid and number of bids so far and ending time. Moreover, it alsoshould allow members for bid at the last seconds. Biddings can be Closedbidding vs. Open bidding. In Closed Bidding, the members should send abid message to the organizer who will announce the winning bid number,but that takes away the competition for money in the Open Biddingprocess that will benefit all members. Open Bidding will drive thewinning bid down and the winner will be the person who needs the ridethe most in the bidding cycle, and that person is willing to pay thehighest.

Carpooling Matching System

To decrease cost and save the environment, carpooling can be done. Acarpool match transaction system generally includes functions formatching participants 102, 104 in a rideshare transaction. A ridesharesecurity module tracks and monitors the participants 102, 104 during therideshare transaction. The carpool match transaction system may utilizethe participant devices 112, 114 to arrange a rideshare transaction andalso to track and monitor participant security via the carpool securitymodule.

In a ride-share embodiment, an accounting system provides functions forthe monetary and non-monetary administration of the rideshare system,for example, tracking and accounting for: rideshare transactions;financial negotiations for rideshare between participants 102, 104; feesand commissions that may be taken by the rideshare system 160; revenuesgenerated by the rideshare revenue business methods; expenseallocations; and, rideshare participation incentives. Rideshare revenuebusiness methods provide profit and financing alternatives for therideshare system. Participants 102, 104 can also be matched by a socialnetwork component using social network information maintained by eitherthe rideshare matching transaction system or third party social networksystems. For example, a driver 102 may wish to only be matched topassengers 104 identified as friends (first degree relationships) orfriends of friends (second degree relationships). Aparticipation-scoring component may maintain information documenting theparticipation of the participants 102, 104. The participationinformation may include such values as the number of successfulrideshare transactions that the participant has participated in,feedback scores from other participants that have participated inrideshare transactions with the subject participant or recommendationsfrom other rideshare participants.

The shared interest-scoring component determines and compares either orboth biographic or behavioral information. Examples of biographicinformation might include gender, age, hobby, profession and musicpreferences. Examples of behavioral information might include smoking ornon-smoking preferences. The participant match component 330 may utilizeinformation other than that directly associated with a participant. Forexample, a vehicle information component may obtain and utilizeinformation pertaining to the characteristics of the vehicle 110, suchas vehicle size, number of available seats, insurance safety ratings andthe like. Vehicle maintenance and safety inspections are other examplesof information associated with the vehicle 110 that may inform aparticipant 104 directly, or the participant match component 330automatically, to arrange a rideshare match transaction. The participantmatch component also provides for a preferences component, which mayrequire, or give preference to, certain participants or classes ofparticipants. For example, priority may be given to corporate sponsoredusers, participants with nearby home or work locations, participantswith good participant ratings, or participants with certain groupassociations.

The carpool match component includes systems and methods for thetransportation specifics of the rideshare transaction. A route matchcomponent determines a route 108 that corresponds to a location 170, aproposed pickup location 172 and a destination 106. To coordinate aroute 108 that meets the criterion of the ride location 170, the pickuplocation 172 and the destination 106, the route match component maydetermine a suitable route with a route-planning component. A pickup anddrop-off alternatives component may suggest an alternative pickup ordrop-off location that complies with route planning objectives, such aschoosing routes with consideration for the safety of the participants,as is discussed in more detail below. The ride match component may alsoundertake the negotiation of elements that the participants may beflexible with, for example negotiating the time of pickup using a timenegotiation component. The carpool matching transaction system may alsoinclude a financial negotiations component, whereby the participantsnegotiate compensation for the rideshare transaction. For example, aride auction component may administer bidding between one or morepassengers 104 for a seat in a vehicle 110 along a particular route 108.The carpool matching transaction system may also take into accountrideshare participation incentives administered by a rideshareparticipation incentives component.

Package Delivery Service

The system can provide one-hour package delivery in conjunction with aride-sharing service. For example, if the system has picked up a rideralready and now receives an instruction to pick up and deliver apackage, the system allows the route planning user/driver to designatedetour data to pick up the extra rider (in case the driver was assignedto pick up/deliver the package) or vice versa. In this case, the routeplanning apparatus will add road path data corresponding to the driverdetour data for all desired routes to be calculated between any startand destination locations for routes to handle the package and therider. Also the system can treat package delivery as though the packageis another car pool passenger using the ride-sharing service such asUber or Lyft. In carpooling embodiments, frequently travelled locations(e.g., origins and destinations) or routes (e.g., road segments) may bederived by collecting GPS points from the community members' smart phonedevices. A route analysis module analyzes each travel record, andidentifies the relevant starting and ending points of the travel, aswell as departure and arrival times; the identified data is thenallocated to the profile of the relevant user. The accumulation ofsimilar close-by geographical locations is analyzed and associated withpotential daily routine visit places or possible common routes (e.g.,home to work in the morning; work to home in the evening; home to beachon Saturday morning; beach to home on Saturday afternoon). Optionally,the user may be prompted to confirm a hypothesis about the variouslocations, time of travel, or other attributes (e.g., weekly frequency)of an identified route.

In some embodiments, the method may include, for example, determining afirst travel pattern associated with the first user and a second travelpattern associated with the second user, determining a match between thefirst and second travel patterns and generating a carpool proposaldirected at the first and second users. Note that the user can be arider or a package to be delivered.

In some embodiments, the information provided to carpool participantsmay further include, for example, potential cost saving (e.g., gasexpenses, car-related expenses, public transportation expenses, parkingexpenses, transportation tolls, road tolls, bridge tolls, tunnel tolls,ferry tolls, highway tolls, or the like), estimated time saving (e.g.,based on typical velocity of cars in a HOV lane versus a non-HOV lane),as well as other suitable information which may promote the serviceand/or provide benefit to the user. These information items may becalculated by a benefits calculation module, which may optionallyutilize manually-updated or automatically-updated information (e.g., gasprices).

One embodiment allows one hour delivery of purchases. Another embodimentallows same day delivery of purchases. In these embodiments, a store orconsignor has packages to be delivered at a particular time as orderedby a customer or consignee. The delivery time may impact the deliverycost. For example, during non-peak traffic, the cost can be less. Duringpeak traffic or inconvenient time such as mid-night, the delivery costcan be increased. The delivery cost is provided to the store based onthe customer selection as part of the check-out by the customer.

At a high level, the customization or the personalization of thedelivery experience may require or involve the coordination between the:

-   -   (1) ride-sharing carrier and the consignee,    -   (2) consignor and the ride-sharing carrier, and    -   (3) consignor and the consignee.

Communication between the carrier and the consignee may facilitatedelivery by the entities agreeing on a time and/or place to accomplishdelivery. In the second scenario, the consignor may request the carrierto alter the delivery address for the package. And, in the thirdscenario, the consignor and the consignee may agree between themselvesto modify aspects affecting delivery of the package and inform thecarrier of the change (which then may involve the first or secondscenarios). Thus, in many instances, communication in one of theaforementioned scenarios (e.g., between the consignor and the consignee)may be followed by another instance of coordination (e.g., involving theconsignor and the carrier). For example, a consignee may notify theconsignor of a change of address after the consignor has already shippedthe package, but before delivery has been accomplished. The consignormay then communicate the new address to the carrier.

As it will be seen, the first two instances of coordination involve thecarrier in some form and impact how or when the carrier accomplishesdelivery of the package. In many cases, the impacts to the carrier arehighly dependent on the particular facts surrounding the packagedelivery. For example, a consignor contracting for the delivery of apackage may require a signature by the consignee, and only theconsignee. This may preclude a request by the consignee to deliver thepackage to a neighbor instead. Of course, if the consignee communicateswith the consignor, the consignor may in turn authorize the carrier todeliver the package without a signature of the recipient, effectivelywaiving the signature requirement. Because various communications andcombinations of coordination are possible, only some examples areprovided to illustrate various embodiments of the invention.

At a high level, the communication between the carrier and the consigneetypically involves the exchange of information to coordinate, orpersonalize, the package's delivery. Typically, although not required,the consignee is aware of an impending package delivery. This may occurvia several ways. In one common embodiment, the carrier may notify theconsignee of an impending delivery. This can occur via an emailnotification, although other forms are possible, including other formsof electronic messaging (e.g., short message service, automated voicetelephone calls, facsimile messages, hosted web site messaging, instantmessaging, etc.). In other embodiments, the consignor may notify theconsignee that a package has been shipped. This is quite common insituations in which the consignor is a merchant from whom the consigneehas ordered an item and the consignor provides notification when thepackage has actually been handed off to the carrier. Typically, theconsignor will also provide the consignee with a tracking number of thedelivery. In other embodiments, the consignee may be expecting a packagebased on other facts (e.g., the consignee ordered merchandise and wasexpecting delivery). In this case, the consignee may proactively accessa package tracking web site operated by the carrier to ascertain thestatus of the package delivery.

Typically, once the consignee is aware of an impending delivery, theconsignee can initiate a request for personalizing the delivery of thepackage. The consignee may communicate the request in different ways,including electronic messaging, such as via email or web-site access,via telephone, or other forms. The request typically providesinformation to the carrier that the delivery personnel use in thedelivery of the package. Such information may include identification ofthe package (e.g., via a tracking number), requests regarding when thepackage should be delivered on the day of delivery, where it should beplaced at the delivery address, or other special handling information.

Although personalized delivery information is often provided after theconsignee is aware of the existence of a package that will be delivered,this information can be also provided earlier. Specifically, a consigneecould indicate delivery preferences or instructions prior to a packagebeing shipped to the consignee. For example, personalized deliveryinformation can be provided by the consignee as standing instructions orpreferences for delivery of a package. Thus, the delivery preference isto be applied to all future deliveries, even if there is currently nopackage scheduled for delivery to the consignee. In other embodiments,the delivery information may be provided after the initial deliveryattempt. While the carrier may prefer to receive such information priorto an initial delivery attempt, embodiments of the present inventioncontemplate indication of delivery preferences by a consignee beforeand/or after an initial delivery attempt.

Similarly, a consignor can provide personalized delivery information tothe carrier. In some embodiments, the indication of such information maybe made by the consignor contemporaneously with the indication of otherrelated package delivery information. A typical circumstance is acustomer ordering information from a merchant using web-access, and whenplacing the order the customer (which typically is the consignee)requests that the items be placed at a certain location upon delivery(e.g., the back door). Upon shipping the package, the merchant mayindicate to the carrier the destination address with specialinstructions regarding the delivery, including placement at the backdoor. This information could be included with other shipping informationprovided by the consignor to the carrier via a shipping system. Suchshipping systems allow a consignor to prepare packages for shipping.

In another embodiment, the customer may notify the merchant of thespecial delivery instructions, after the package has been shipped. Inthat case, the consignor (the merchant) may communicate the specialdelivery instructions to the carrier by referencing the package or theconsignee. Alternatively, and as discussed above, the consignee couldindicate such directly to the carrier after learning of the impendingdelivery.

In other embodiments, the consignor-provided personalized deliveryinformation could originate from the consignor itself, rather than fromthe consignee. For example, the consignee may know that it is shippinggoods which could be damaged if wet, and thus provide deliveryinstructions indicating that if the package is left at the consignee'sdelivery address without the consignee being present, the package is tobe wrapped or covered in plastic. As another example, the consignor mayrequire that all consignees provide “live” or in-person signatures forrelease of a package, and would provide this information as a standingdelivery preference to the carrier.

The communication between the consignor and the consignee, by itself,does not involve the carrier and does not directly impact the deliveryof the package. However, a typical result of this communication is thatthe consignor or consignee will then communicate personalized deliveryinformation to the carrier regarding the package delivery. It ispossible that one party may expect the other to contact the carrier, ormay facilitate the communication so as to ensure the communication is asseamless as possible. For example, a consignor may communicate with aconsignee and learn that the consignee will not be able to receive thepackage. The consignor may provide the consignee with a web-address ofthe carrier and the tracking number of the package as well asinstructions of how to inform the carrier of this situation. Thus, theconsignor facilitates the consignee in indicating his personalizeddelivery information to the carrier. Alternatively, the consignor couldinform the carrier of the situation directly, after which the carriercan contact the consignee and inform him that his delivery preferenceshave been communicated. The consignor may have obtained the emailaddress of the consignee (such as at the time the consignee placed theorder with the consignor), and may provide this to the carrier forpurposes of allowing the carrier to communicate shipping statusinformation to the consignee.

Upon receiving payment for the order, the store, restaurant, or vendorcomputer sends the customer address to the rider hailing server toanalyze package delivery locations and deliver routes, determine when aride-sharing vehicle may be able to combine its trip serving riders andin the same trip deliver the package to the customer location, and matchthe delivery time. Preferably, the rider is delivered to his/herdestination without knowing that there is a package to be delivered inthe same trip to minimize inconvenience to the rider. Based on theseconsiderations, the rider hailing server selects one of the drivers, andinforms the store and/or the customer of the delivery vehicle and time.

The rider sharing server may build delivery routes corresponding tocustomer delivery locations based off of traffic patterns and road typesand based off of existing and potential customer orders and rider ordersto create efficient delivery routes. For each predetermined deliveryroute start time, the ride hailing server may have a predeterminedcutoff time when orders may no longer be placed for delivery by thatdelivery vehicle. A time period such as an hour may be provided betweenthe cutoff time for a delivery route/vehicle and the start of thatdelivery route.

The store computer may add additional information for each deliveryorder. The store server may add a delivery time window, an orderidentification number, customer information, customer address, customerspecific instructions, past customer complaints, etc. to the deliverylocation information. The store server may thus create an informationrich delivery route which may then be provided to the driver fordelivery in the time window and in the manner desired by the customers.

In one example, a store may include an order fulfillment computer andone or more mobile devices. The order fulfillment computer maystreamline the collection of items from the store. The order fulfillmentcomputer may include a layout of the store indicating which types ofitems are found on the various isles in the store. The order fulfillmentcomputer may store information regarding where different commoditygroups or product types are located throughout the store. The orderfulfillment computer may store a product picking route which directs astore employee through the store in a predetermined manner.

The order fulfillment computer may receive a customer order and arrangethe items on the customer order so that the items are encounteredsequentially in the store as a store employee follows a predeterminedpicking route through the store. The order fulfillment computer mayreceive a number of customer orders associated with a delivery route andmay combine items from all of the orders into a single pick list,allowing a store employee to follow a pick route a single time throughthe store to collect all items for all of the orders. The orderfulfillment computer may divide the items into a few different groups.For example, the order fulfillment computer may divide the order itemsinto a group of frozen items, a group of refrigerated items, and a groupof non-cooled items.

In one embodiment of the present invention a vehicle route planningsystem is provided. The system includes a map database which storesfixed road path data corresponding to the roadways which exist at leastbetween start and destination locations.

The map database stores the map data along with various facilitiesincluding gas stations, restaurants, hotels and shops, which isaccompanied with the map data. The map data includes a road network forrepresenting the road of the map as a line. The intersection is definedas a node. The road is divided by the nodes into multiple sections. Asection between two nodes is defined as a link. Thus, the map dataincludes link data for presenting a link and node data for presenting anode. The link data includes a link identifier of each link as anidentifier of the link, a link length, position data of a starting point(i.e., one node) of each link and an end point (i.e., the other node) ofeach link, an angle (i.e., a direction) data, a width of a road, a typeof a road and the like. The link ID is specific to a corresponding link.The position data of each node includes a longitude and a latitude ofthe node. Further, the link data includes information for displaying(i.e., reproducing) the link on the map.

The driver may have a number of delivery packages to select from, andthe system presents the driver with a list of vendors, storesrestaurants within a given distance (which may be radial, driving time,or driving distance . . . ). For each package not along the driver'sroute, user interface module displays two distances: the distance downthe route to a point from which the driver would deviate toward thepackage pick-up (the “along-route distance” to the “route departurepoint”), and the distance by which the pick-up is off the route (the“off-route distance”). Alternatively, the driver can configure system todisplay the estimated time off-route caused by the deviation based oninformation stored in database about the detour to pick up the package,including for example the estimated speed along the off-route portion.In this example, the delay is about two minutes. The driver decides thatthe two minutes is an acceptable time, and therefore deviates to pick upthe package.

Preferably, the ride-sharing vehicle combines a trip serving riders andalso deliver the package to the customer location with the targeteddelivery time without delaying the rider for the package delivery in thesame trip to minimize inconvenience to the rider. This is done bydetermining if the package can be delivered after the rider has beendropped off. If this is not possible, the system would rejected thecurrent rider request or the current delivery request to avoid timeconflict. In one embodiment, if there is a time conflict, the systemflags a second driver to pick up the package for delivery, whileallowing the rider to travel to the destination in the most convenientmanner.

Dating/Socializing

The system can be used for safe on-line dating and then in personmeeting. The members of a dating site can socialize with each otherusing a dating site, for example. The dating site can provide profilesof members for on-line dating including pictures and a social networkingprofile. The system can track the member, mutual friends and friends offriends the member have in common with his/her potential matches. Thesystem can present a plurality of images, each viewable by swipingthrough the images of potential matches, adding more context and anextra degree of connection to every swipe.

The method includes receiving a requesting member to request a date witha requested member with a meeting date, place, and time; and if therequested member accepts the date request from said requesting member,generating an on-demand ride-sharing request for both members to share aride-sharing vehicle with a mobile device.

For security, the system can check out the social connections of themembers and determine unusual or signs of social disconnect and providesuch information to the other member. For example, if one of the membershave been writing anti-social messages, the other member would get thesemessages to make a decision. Also, if the member claims a particularsocial status but his or her financials do not support such status, thesystem would flag this. The financials can be estimated as detailedbelow, and additionally the drivers can provide evaluations of therider/member and such information can be presented to the other membereither for free or for a fee.

When users register to become members of online dating communities, theyare prompted to enter detailed personal information. The relevantinformation that will be needed for the ‘set up a date’ methodology istheir real name and user name to reduce the likelihood that a memberwould contact another member for a date with fraudulent or inappropriateintentions. Once a member has registered, they can browse the onlinedating application to view other members. These members will be labeledunder their usernames. When the user finds a member he/she is interestedin, he/she may contact the member. Once the two members communicate, onemember may choose to request a date. While the members may do so in atraditional manner via telephone call or email, the ‘set up a date’process herein described offers a safe alternative that will allowmembers to request and accept dates while maintaining a sense ofsecurity regarding their personal safety. When a member wishes to set upa date with another member, he/she will click on the “request a date”button on that member's page. The requesting member will then beprompted to enter the information including their username, their realname, a meeting time and a meeting place. The username and real namemust match with the information entered during the registration. Thiswill prevent a person from requesting a date under another member'susername or real name.

When a member makes a date request, a record will be kept showing whenthe request was made, to whom it was made, when it was made, the detailsof the request, and whether the date was accepted or denied. When amember receives a date request, the dating history record will beupdated to show who the request was from, the details of the request,and whether the request was accepted or declined. All of the abovereferenced information will be automatically input in to the datinghistory record when requests are made, accepted, or declined. As such,members will not be able to edit their own dating history record.Members will also not be able to view the dating history records ofother members. To provide another level of security and further ensurethat members have peace of mind when using the set up a datemethodology, members may choose to have an emergency contact designated.This emergency contact may or may not be the local authorities. Membersmay also choose to designate a close friend, relative, employer, orneighbor. Members who have chosen to designate an emergency contact willbe required to update their dating history after the member has gone outon a date to show that the member has returned home from the datesafely. This will then be reflected in their dating history record.After a set number of days after a date, if the member has not updatedtheir dating history, his/her emergency contact will be notified. Thisnotification may be made by an automated message or by a phone call froman administrator. If the member has safely returned, he/she can changethe dating history after being contacted by their emergency contact.Under the unfortunate circumstance that the member has not returned, theemergency contact will be able to take the necessary steps in the bestinterest of the member. The process of having an emergency contact willgive members a sense of safety as they use the set up date methodology.

Due to the social network, daters are motivated to behave andadditionally, the other dating member can check on the socialconnections and ratings of the borrower. Due the network, daters wouldnot want to be embarrassed by their friends if too many dates complainon their page, so the mechanism keeps abusers in check in the same waythat credit rating and lending are described below.

Item Lending

In another scenario, instead of delivering purchased items, the systemcan deliver items loaned by user. For example, the user may have itemsto lend and may also wish to borrow non-monetary items. A loan-matchinginfrastructure is provided to identify another user with complementarylendable items and borrowing desires. The item lending can be done basedon the credit history of the user, as detailed below. Once the borrowerhas been vetted, the ride-sharing service can pick up and deliver theloaned items. The item lending matching may introduce users that are inthe same social network but not yet connected to one another in thatsocial network, or it may serve to strengthen the relationship betweenusers who are already connected.

As a further scenario, the architecture may enable a user with alendable item to broadcast and/or narrowcast the availability of theitem to just friends or to many other users. One of multiple users thatrespond to the broadcast/narrowcast may be selected based on speed ofresponse, lending metric, social network relationship, and the like. Foritems that are able to be lent only a limited number of times, thistechnique of soliciting many responses may assist the user in decidingwhich user or users are allowed to borrow the item.

The lender can check on the social connections and ratings of theborrower. Due the network, borrowers would not want to be embarrassed bytheir friends if the lender complains, so the mechanism keeps thieves incheck in the same way that credit rating and lending are describedbelow.

Group Purchase/Delivery with Ride-Sharing

In one embodiment, individual riders can dynamically form buying blocsand thereby avail themselves of various benefits or incentives forpurchasing as a group that would not be available for the individualalone. In one illustrated example, the system contacts a first rider whointerested in going to a particular place or event. The first rider thenforwards the destination to one or more additional riders. Arelationship is maintained between the riders in that members of thegroup benefit from the purchases of other riders and avail themselves ofthe greater buying group reward.

The system can be used to bring riders to local events such as meet-upgroups, for example. For example, Bob can form a group to promotestart-up entrepreneurs in San Francisco. He can send emails to his groupmembers indicating a time to meet and a reduced fee ride-sharing servicefees if a sufficient number of group members are going to thatparticular meet-up. The reduced fees can be the result of the volume ofride-sharing riders, and can also be from the efficiency of carpoolingand picking up members who are close to each other in a few vehicles.

By way of example, Bob is a frequent purchaser of sandwiches at a localeatery. Bob knows that he can either order his dinner on-line byhimself, or he can order his food in a bloc and take advantage ofincentives that the restaurant might be willing to offer for grouppurchases. In order to find others interested in buying food from therestaurant or other restaurants from the same complex, Bob could log onto a web site, social network similar, e.g., to facebook.com, and inviteothers to join him in purchasing food from the restaurant. Alternately,he could enable a signal on his desktop that would search out and alertother possible participants about the purchase. In this scenario, Boblogs on and conveys his interest in buying a sandwich to others, anddiscovers that Jim and Cheryl are also interested in buying a cake fromthe same restaurant. If they all agree to purchase from the restaurant,e.g., then they can place their orders with restaurant as a group. Ofcourse, the restaurant would have to have provided some incentive forpurchasing as a group. This incentive could be in the form of a reducedprice on the purchase, a reduced price on a future purchase, coupons,additional products/services, or even a point system in which thepurchaser acquires points that can be used on goods and services. Anyform of incentive could be utilized, and the provision of incentives isprimarily an accounting issue.

The group purchase would not have to be implemented as a simultaneouspurchase. The “group” purchase could be performed within some definedtime period. For example, for sandwich purchases, the purchases could beconsidered as a “group” purchase if made within three hours of eachother, whereas for electronic purchases, the “group” purchases could beperformed within a week, and automobile purchases could be performedwithin two months. Some mechanism would have to be used for identifyingpurchasers as belonging to a particular buying group. This could beimplemented by assigning each group a unique identifier that is used incommon by each member of the group when making the purchase. It couldalso be accomplished by the signaling mechanism, where authorization tomake the purchase is delegated to the signal mechanism by each groupmember or member group (a participant can be an individual or apre-defined group of individuals) and an authorized “bloc manager” canauthorize purchases to be made by group members to take advantage of anopportunity. This can be accomplished electronically by the signalmechanisms on each participant's desktop.

In the above scenario and according to one embodiment, Bob, Jim, andCheryl have all agreed to purchase from the restaurant and are thereforeall given a group identifier to use when making their purchases. Theyare all aware of the need to purchase a pizza within some arbitrary timelimit, e.g., three hours, in order to take advantage of the groupincentives offered by the restaurant.

This concept could be further extended in that Bob, as the initiator ofthe buying group, could be provided additional incentive. In thisscenario, Bob could get $1.00 off of his next ride as the groupinitiator, whereas the other members in the next level downstream in thehierarchy get $0.75 off of theirs. Thus, Bob initiates the formation ofthe group and receives a higher incentive. However, Cheryl then furthergets her friends Sally and Bill to join the group, giving her anadditional incentive as well. This hierarchical structure form ofincentives that cascade down into various tiers could serve as the basisfor aggregating large blocs of purchasers based on collective incentivesfor all of the group members to get others to join. This organizationwould also encourage a person to be the first to form a buying bloc,since the incentives are greatest for those who join early on, therebyrewarding the frequency and immediacy of a call to action for a sale.However, there is still a substantial incentive for the late-joiners,given that the larger numbers infer greater rewards. The concept couldbe implemented for contacts between friends (e.g., X e-mails a friendinviting him to join X in a trip), but could also be implementedanonymously. For example, the web site could have a lounge area thatpeople make themselves available in. These people could preregistercertain interests, either specifically, such as pizza, DVD players,etc., or generally, such as food, electronics, etc. Thus, based on thepreregistered interests, these individuals can be specifically targetedby those interested.

The method may further include placing in the item group at least one ofa good (e.g., a food product, a perishable, a consumable, a householditem, a commodity, a beverage, a fruit, a bread, a meat, a paperproduct, a tool, a medicine, a plastic product, a health relatedproduct, etc.) and a service (e.g., car-wash services, cleaningservices, food services, and/or other residential services), andgenerating a frequency data indicating a periodicity at which each itemin the item group is demanded by the registered user.

The system may include geo-fencing (e.g., a street, a neighborhood, acity, and a county) the item group in an area that encompasses aneighborhood community in a threshold geographical radius from theregistered user who creates the item group. Also, the method may includelisting the item group as one of a set of buying groups separatelyrepresented from a set of social groups in a geo-spatial social networkembodying the set of buying groups and the set of social groups. Themethod may further include creating a bidding system among the set ofproviders of the items of the item group in which the set of providershave a time constrained auction system to provide commitments of price,schedule, and/or delivery of items of the item groups to the registereduser and/or the at least one of the neighboring users geo-spatiallyproximate to the registered user.

In addition, the system may include providing a voting interface tomembers of the item group such that the winning provider may bedetermined based on a voted one or more of the set of providers. Themethod may further include automatically providing a fulfillment andtracking engine to members of the item group and to the winningprovider, such that the parties see a delivery status of items of theitem group through the geo-spatial network. Additionally, thefulfillment may be provided to at least one of a central depot in aneighborhood location convenient to members of the item group and/or toindividual residences of members of the item group

Vendors can place a bid of providing goods and/or services to aneighborhood buying consortia of a geo-spatial social network, debitingaccounts of the members of the neighborhood buying consortia based on acontract formed when the bid forms the contract with members of theneighborhood buying consortia, and automatically generating a route todeliver the goods and/or services to members of the neighborhood buyingconsortia.

The ride-sharing system can provide delivery services between a set ofproviders and a set of members of the shopping group, and an advertisingmodule to pre-qualify the shopping group to the set of providers basedon at least one of an income, a frequency, a cost, and a location of themembers of the shopping group.

Customizable Taxi or Ride-Sharing Environment

The vehicle can be customized for the rider's enjoyment. For example,the color can be adjusted using flexible displays. Systems and methodsof this disclosure allow a user to set or change the outer appearance ofan interior of a vehicle such as a car, a taxi, or electronicallycustomizable article (e.g., a handbag). In one aspect, a method tocustomize a ride includes receiving a ride-sharing request from a riderand picking up the rider in a ride-sharing vehicle; retrieving a socialnetwork profile from the rider; identifying one or more interests fromthe rider; and customizing the ride-sharing vehicle to match the rider'sone or more interests.

Implementations of the electronically customizable articles can includean electronic visual display such as a flat panel display to display auser-selected or created color, design, pattern, image, slideshow,video, or other electronic visual display on the exterior of thearticle. The customization can be based on preferences set in therider's mobile device or stored on a cloud such as Facebook, Box, Gmail,or OneDrive, among others.

In some implementations, the electronic visual display can be a flexibledigital display canvas. In some implementations, the electronic visualdisplay can be a touch screen. In one embodiment, the entire rearpassenger area of the ride-sharing vehicle can be customized to therider's preference. The side doors can incorporate flexible displaysthereon, and the back of the seat in front of the rider can also haveflexible display or screen to receive projections thereon. Mover, thewindows of the vehicle can have flexible displays that can be rolleddown to block sunlight and to adjust the color and ambience of the cabcabin. In some implementations, the hardware and software for thegraphical user interface are configured to permit the user to manipulateimages through, for example, color, color depth, brightening andcontrast adjustments, special effects, multiple image merging, softeningoptions, sharpening abilities, image enhancing, image rotating,selective color changing, options of adding and removing elements,cropping, size and orientation adjustments (e.g. landscape or portraitformat) and image layering. The electronic visual display on theelectronically customizable article may be user-created, downloaded froma remote server, transferred from a local computing device or portablestorage media, ordered, or a pre-existing image stored locally (e.g., inthe electronically customizable articles) or remotely, for example.

In some implementations, the user-selected or created display caninclude a color, a design, an image, a pattern, a slideshow, a video,media content, or any other electronic visual display. In someimplementations, the user-selected or created display can include aspecific color such as a PMS, Hex, CMYK, or RGB color, or any othercolor. In some implementations, the user-selected or created display caninclude one or images such as a jpeg, bmp, eps, psd, gif, pdf, raw,and/or tiff image. In some implementations, the user can select the view(e.g., landscape or portrait) for a display. In some implementations atime and/or date, email, or text message notification can be displayedon the electronic visual display. Display options also may consist of auser selected real time news feed, a social media feed, or otherinformative feeds such as stock market data. In some implementations,the electronically customizable article can display a media/video clip.

In some implementations, the electronically customizable article candisplay video during real-time or near real-time video capture based onthe videos/presentations that the rider has previously watched andpaused prior to getting into the vehicle. In some implementations, theelectronically customizable article can display live video images, stillimages, and video playback. In some implementations, the electronicallycustomizable article can include a built in camera to capture and/orrecord the video or still images. In some implementations, the video orstill images can be transferred to the electronically customizablearticle. In some implementations, the electronically customizablearticle can include video-teleconferencing abilities including Skype,FaceTime and video chat capabilities so that the rider can resumehis/her conferencing. In some implementations, the electronicallycustomizable article can support and download various game systems e.g.Java games. In some implementation, the electronically customizablearticle can include pre-downloaded games. In some implementations, thedisplays in the cabin can be configured to connect with a mobile devicevia Bluetooth connectivity, for example, to display visual notificationof incoming calls, text messages, calendar dates, email messages orvoicemail messages. In some implementations, through the use of computeror mobile applications or other wireless communication operating system,selected retail information can be relayed to the electronicallycustomizable article in visual and or audible notifications ofinformation such sales, coupons and rebates dependent on the location ofthe device in the vicinity of the retail store with GPS use. In someimplementations, the cabin displays can be used for advertisementpurposes. In other embodiments, the ads can be used to pull in groups toincrease their buying power to reduce per person cost when buying inbulk, and the vehicle can deliver the product or the rider to the storeto pick up, among others.

In some implementations, the electronically customizable articleincludes E-Reader capabilities for E-Books, magazines, newspapers andother reading articles on a possible fee basis. Text and images can bedisplayed in formats such as, but not limited to or required to includePDF, TXT, CHM, DOC, EXEL, EPUB, RTEF, and PUB. In some implementations,the electronically customizable article can be configured to adjust thetext size. In some implementations, the electronically customizablearticle can be configured to vocalize the text via an audio narratorfeature.

In some implementations, the electronically customizable article may beconfigured to play and display various music systems e.g., mp3 player ormedia player. In some implementations, the electronically customizablearticle may include incorporate sound sensors that can activate visualsimulation of displayed images or colors with sound e.g., displayedcolor changes with received sound frequencies. In some implementations,the electronically customizable article may serve as an alert system forincoming calls, text messages, emails, calendar events, alarm clockalerts, traffic alerts, car and home alarm system alerts and otheralerts.

FIG. 3 is an interior side view of two left side doors 18 and 20 of avehicle having a rear door window 14 and a front door window 16 in thepreferred embodiment of the present invention. Each door has a handle 22and 24. Positioned above the door frame of each door is a customizableflexible display 10 or 12, each of which can change color or image asdesired and can also act as window shade or privacy screen. The windowflexible displays are retractable rolled sheets of material for use inblocking the sun from the interior of the vehicle. The display can beflexible organic light emitting diode (FOLED) which is a type of organiclight-emitting diode (OLED) incorporating a flexible plastic substrateon which the electroluminescent organic semiconductor is deposited. Thisenables the device to be bent or rolled while still operating.

As illustrated in the embodiment of FIG. 3, the window shades areretracted to the rolled (retracted/up) position. The window shades arepositioned to be clear of the opening of the doors. The window shadesare preferably constructed of a non-transparent flexible materialpreventing the penetration of sunlight through an extended shade. In analternate embodiment of the present invention, the window shade may beconstructed of a transparent tinted material. However, any flexiblematerial may be utilized, such as fabric, plastic, or any syntheticmaterial. In the preferred embodiment of the present invention, thewindow shades are similar to retractable window shades utilized in ahome, where the shades are pulled downwardly to an extended position tocover the windows. In the retracted position, the shade is rolled backto the up position. On each side of each window shade and extendinghorizontally downwardly the full length of the extended window shade maybe optionally located wires 26, 28, and 30. The wires guide the shade tothe down position. In alternate embodiments of the present invention,any number of wires or other guidance devices may be utilized whichprovides guidance for extending the window shades. The window displaypanels are pulled downwardly to the bottom of each vehicle window 14 and16. Preferably, the window displays are connected to each other oncommon sides by connectors 19. The connectors may be constructed of anymaterial, such as wire or fabric. The connectors may also be positionedin any manner to allow the wires to guide the window displays to andfrom the retracted and extended positions. Therefore, when one windowdisplay is pulled downwardly, the other window shade is also forceddownwardly. In an alternate embodiment of the present invention, thewindow shade may be pulled down by a motor 60 which moves the wire 28down when actuated. In such an embodiment, a bottom portion of eachwindow display may be attached to one of the wires (i.e., wire 28). Themotor may drive the wire upwardly or downwardly, thus driving the windowdisplays to the extended or retracted position. When the motor isutilized, the wire 28 is preferably affixed to a pulley system to allowthe wire to move along a vertical axis. A motorized pulley system iswell known to those skilled in the art of mechanized devices. Inaddition, the motor may be actuated via a remote control unit,preferably associated with remote keying systems well known in vehicleentry devices.

Security Checking

The danger of a ride-sharing or taxi driver is a turnoff for drivers, inparticular women drivers. Taxi drivers are more likely to be assaultedor robbed than other types of workers. The Occupational Safety andHealth Administration says that taxi drivers are 20 times more likely tobe murdered on the job than other workers. Thus, security is important.Security is provided by a camera and additionally by a social reputationmodule of the rider or the driver. The system uses a social reputationmodule to determine if the rider or driver has a problematic socialhistory. The system also checks if the rider has poor finances that canlead to non-payment. This can be checked in part through a credithistory. One embodiment uses a money graph derived from the rider'ssocial network to determine whether the rider can pose a danger to thedriver (and vice versa). Another embodiment uses the social networkinformation and the driver's collective evaluation of the rider and thelocation he/she travels to as a basis for determining a credit history.This is a very cost effective way of rating a person's financialworthiness, particularly for developing economies that do not have aready credit history database. In effect, the drivers provideboots-on-the-ground evaluation of the credit-worthiness of the ridersbecause the drivers can see with their own eyes the actual conditionsthat the riders live in.

The sources of information required to compute social reputation mayinclude major social and professional networks, social bookmarkingsites, blogs, location based social networks and may include othersources of information when deemed relevant. The information collectedfrom the different data sources can include the user or member'sbiographic information, behavioral Information, the nature of his/herconnections, their network activity, professional background, area(s) ofexpertise in addition to other contents and achievements information onsocial networks. All this information is then processed to compute thesocial reputation. The social reputation module relies on the followingthree main scoring criteria related to the demographic, behavioral,Psychographic traits of the user or member to come up with a scorecalled Social reputation:

-   -   1—Authenticity: which is assessed based on biographic, and        behavioral information about the user. This criterion is used by        the system to measure the user's or member's credibility with        regard to his/her biographical data and social network        activities referred to as behavioral authenticity.    -   2—Connections: this criterion looks at both passive and active        aspects of users' connections. It expresses the nature of the        user's or member's connections in major social networks:        Facebook, Twitter, LinkedIn and Orkut to differentiate between        users or members with stagnating, passive, connections and        active socially engaged users or members. The system uses this        differentiation to detect people with good social reputation.    -   3—Expertise (knowledge): users are evaluated as consumers,        and/or as professional. The Social reputation application gives        credit to users or members depending on their level of expertise        and how they use it. This criterion differentiates between the        skills that users or members may master thanks to their academic        or professional background and the ones that they have acquired        by using different social networks such as Facebook and Twitter.

The social reputation of a user or a member is calculated using anonlinear combination of the three sub criteria scores defined by thesocial reputation scoring system. The sub criteria (authenticity,connections, expertise) scores are obtained using different nonlinearcombinations of the coefficient factors of data falling under eachcategory.

To determine social reputation, information such as name is collectedfrom a specific source, usually one of the major social networks:Facebook, Twitter, LinkedIn or Orkut but could also come from otherssuch as Jaiku, MySpace and so on. In this case, name is assigned acoefficient factor that is used along with other coefficient factors(location, address, gender . . . ) to compute the biographical score (E)of the user or member. The same method is applied to get the behavioralauthenticity score (F) for data under this category: academicbackground, connections, endorsements and so on. (E) and (F) are thenused by the system to obtain the authenticity score of the user ormember (A). Following the same technique, the system works out theuser's or member's connections' score (C) and Expertise score (E).Finally, (A), (C) and (E) are involved in the final social reputationscore of the user or member. For example, the user's or member'sacademic background is verified through his/her LinkedIn account and isused in both biographical authenticity and field expertise.

The high level equation to compute the social reputation includes foursub scores and several coefficients all based on the informationdescribed above and are explained below:

-   -   The Base Score quantifies basic information about the user or        member;    -   The Activity Score reflects a weighted average of the level of        the user's or member's activity in major social networks such as        Facebook, Myspace and Orkut and is also based on their twitter        activity.    -   The Credit Score is weighted by the following coefficients:        -   Account verification coefficient (AVC) which reflect how            credible is the user's or member's basic information through            verification via at least one of his social network accounts        -   Wealth Qualification Coefficient (WQC) reflects user or            member wealth        -   Job Coefficient (JC) reflects type of work and length of            employment. If the user is an executive or in a high paying            position the JC is higher. JC also increases with steady            employment duration.    -   The Other Basics Score quantifies basic information other than        the one taken into account in the base score, such as        relationship status    -   The user's or member's Social reputation grows over time (by        paying on time, growing his/her connections across the social        web, number of invitations he made to the RCA site, tweeting or        posting his Social reputation . . . ). As the score increases        the user or member gets access each time to higher levels of        influence on the Social reputation score. Social reputation may        also decrease overtime if the user's or member's activity on        social networks decreases over time.

The structure of the Social reputation measurement system presentedherein is modular in nature and is prone to including new modules toaccount for other emerging components of the social media landscape thatmay become relevant to assessing individual's Social reputation.

Credit Rating

In one embodiment, each ride sharing driver rates the passenger based ona personal discussion of the passenger and the start/destination of therider and supplement the credit rating information with an in personreview of the rider's dress style, communication skills. The system alsocompares the virtual networking rating or social reputation of the rideragainst reality. The result is an enhanced near real time assessment ofthe rider's credit-worthiness based on his/her social connection andsocial reputation scores. In another embodiment, the data may beextracted from the database to be transformed, aggregated, and combinedinto standardized records for each rider. The step of transforming thedata may include custom transformations to mine for further data. Thedata in the file records may be used as input to descriptive andpredictive models to determine how likely borrowers are to repay debt.The models may also be used to predict a likelihood of fraud or otherbehaviors. In a preferred embodiment, the models may be used to affectcredit scores of other individuals in a user's online social network.

Payment behavior is modeled on social reputation data and personalinformation to predict repayment of loans. Prior lending repaymentperformance is also used for additional predictive power. Using a creditmodel that is built from developed datasets, determination of creditworthiness can then be performed by using a cluster analysis algorithmto identify evidence in the data to measure social status andreputation. The algorithm used is driven by a lending transactionobjective. This in turn permits the distance metrics that are used inthe cluster analysis to be calibrated in the context of the statedlending transaction objective. In other words, the invention generatesclusters that are more closely aligned with the borrower's case and istherefore a semi-supervised segmentation as opposed to a completelyunsupervised segmentation.

The predictive credit model approach described above regarding socialstatus, reputation, endorsements and personal data may be applied toother characteristics that may influence credit worthiness, for example,friendship, affiliates, attitude, habits, purchasing trends, travelpatterns, long term goals, extracurricular involvement, and stability.Affiliates may include neighbors, classmates, educators, colleagues, andemployers. Attitude may reflect specific endorsements or even a moregeneral holistic view of the borrower held by friends, family andaffiliates. Purchasing trends may be a repeat expenses resulting fromday-to-day habitual activities. Travel patterns may vary from day-to-dayhabitual activities such as a daily commute for school or work toextended trips for personal reasons. Long term goals may be an ambitiontoward a future accomplishment or acquisition. For example, buying moreland to expand a farm may be a long term goal. Another long term goalcould be completing a higher level of education or vocational trainingprogram. Extracurricular activities may be more broadly reflective ofhobbies or obligations and can be readily affected by lifestyle andlife-stage factors.

Stability of an individual can be reflected in the duration of time inwhich said individual has lived in a specific location. If a borrowerhas indicated that he has lived with his parents his entire life and hisparents have lived in the same house for 30 years, that indicates morestability than if the parents have been moving to eight different townsin the past five years. Even though there is a perceived stability withhaving lived with his parents his entire life, the high frequency ofmoving relative to a short period of time indicates less stability.Stability, or lack thereof, can also be reflected in the pace at whichthe borrower's lifestyle changes. If the borrower changes friends and/orextracurricular activities frequently, there is a higher correlation toinstability than a borrower who has a routine and steady social patternwith friends.

The stored queries are enabled using capabilities of a databasemanagement system and a structured query language. A file of theborrower data needed for borrower analytics is created for each newlending request. The borrower data may be extracted by running one ormore queries against the stored queries in the database.

The model may dynamically calculate additional variables usingpredetermined transformations, including custom transformations of anunderlying behavior. If additional variables are created, the model maybe modified to include the additional variables. The model is often adynamic view of the customer record that changes whenever any update ismade to the database. The definition of the model provides documentationof each data element available for use in models and analytics. Itshould be appreciated that the architecture by which the predictivemodel imputes with considers that: age drives obligations;extracurricular activities drives purchasing trends and travel patterns;attitudes toward the borrower by their friends, family and affiliatesimpacts social standing; habits affect long term goals; life-stage andlifestyle affect travel patterns; education affects long term goals;long term goals affects purchasing trends; social standing reflectlife-stage and lifestyle; and so forth.

After aggregated data is gathered from the online social footprint forthe identified individuals to one record per individual, ratios based onderived variables are created. The “promising” (those who pay)correspond to individuals who have negligible debt, positive socialstanding reflected about them in their online social footprint and noconflicts or negative events in their online social footprint. The“troubled” (those who do not pay within a predetermined time duration(performance window)) correspond to individuals who are the opposite.They have measurable debt, questionable social standing reflected aboutthem in their online social footprint and some conflicts or negativeevents in their online social footprint. Credit attributes are appendedto each borrower record.

Preliminary data analysis for basic checks and data validity may beperformed. The predictive credit model can test and verify both thepersonal information provided by the user as well as the results fromthe modeling performed using extracted data gathered from the onlinesocial footprint. In contrast to a typical static credit model where themodels and the data variables are held constant, the credit model of thepresent invention may be dynamically retrained prior to use in order tocapture the latest information available. The information the borrowerprovides about himself is corroborated so that latest and correctinformation is associated with the borrower. For instance, as part ofthe traditional loan approval process personal data such as educationcan be verified with the institutions the borrower attended for schoolas indicated by the borrower. Similarly, a phone number can be verifiedin a telephone directory. However, by using the social graph theinformation a borrower provides about himself can be corroborated byprobability. If the borrower indicates that he works at the PetronCorporation, then there is a high probability that others who work atthe Petron Corporation are in his social graph. If there is no one inhis social graph that works at the Petron Corporation, then the creditscoring process would flag his profile for a more intensive review andscrutiny at the expense of receiving a strong credit worthiness score.In an alternate example, if the borrower has indicated he is a physicianhowever he writes at a level of a person who is nearly illiterate asevidenced by his text in his social footprint, then his profile wouldsimilarly be flagged as suspicious and undergo further scrutiny. By wayof a geospacial example, if the borrower states he is a resident ofOaxaco, Mexico for his entire life, however none of his family, friends,colleagues are in Oaxaco, Mexico and the Tijuana, Mexico is frequentlyreferenced in his social footprint, then his profile would be flagged assuspicious with unverifiable personal data.

With another embodiment of the invention, a credit model using datagathered from the online social footprint can identify and rank allfuture debts on a likelihood of payment during collections process inconjunction to the credit scores. Credit scores generated by the creditmodel will be used to rank credit worthiness. For instance, a higherscore implies that creditor is more likely to pay compared to creditorwith a lower score. On the basis of credit scores, differentiatedlending treatments can be designed and optimized over time for each riskscore cluster of the credit model.

In another embodiment, treatment actions based on the determinedtreatment type can also be determined as a function of the credit model.

With an embodiment of the invention, predictive modeling is performedusing more than 1,000 variables gathered from the online socialfootprint, to include machine footprint variables such as browsersettings, and network fingerprints such as IP address or connectiontype, credit variables and identified attributes that are predictive inexplaining payment behavior. Automated final model equations (scoringexpressions) are generated that are used to score individuals who haveoutstanding debts to find individuals who are most likely to pay owedamounts. With an embodiment of the invention, a scoring expression is astatistical regression equation determined by the statistical tool. Theregression equation typically includes only the relevant variables frommore than 1,000 mined variables, it is therefore possible that anembodiment only uses one or two key variables.

In another embodiment of the invention, a process for configuring aplurality of score clusters in a credit model. In the process, datagathered from the online social footprint data as previously discussedis analyzed to configure a plurality of score clusters or segments inaccordance with desired statistical characteristics. The tree basedalgorithm finds the top variable which divides the borrowers intosegments with similar percentage of “promising” and “troubled.” Thesesegments can be defined by risk acceptance criteria. A risk acceptancecriterion, for example, can be a debt to income ratio at a specifiedlevel. An individual with a greater amount of debt than the amount ofincome has a debt to income ratio greater than 1.0. A minimum riskacceptance criterion would be a debt to income ratio of less than 1.0.In a preferred embodiment, a risk acceptance criteria for the techniquesdescribed herein is the user presenting activity on at least one socialnetwork. Put simply, a user must have a social footprint on the socialgraph.

How the user scores according to the risk acceptance criteria can thenbe supplied to the algorithm to determine the credit worthiness. Thealgorithm can incorporate weighting factors that give more importance orless importance to various risk acceptance criteria. The creation andimplementation of the algorithm is commonly understood by one ofordinary skill.

FIGS. 6A-6B show an exemplary architecture for the on-demandride-sharing scheduling platform 190 to deliver customers forbusinesses. The platform 190 provides a one-stop scheduling system forend-users to make appointments and connect with service providers ofmultiple industries who sign up with the system to be automaticallypicked up by ride-sharing drivers and delivered on time to theappointment. The scheduling platform 190 serves a variety of businessverticals such as health vertical 182, beauty vertical 184, fitnessvertical 186, food vertical 188, children activity vertical 190,restaurants, clubs and bars, among others. For these verticals, thesystem provides a web-based and mobile scheduling software forconnecting multiple industries' scheduling onto one platform. Industriesinclude:

-   -   1. Health—Doctors, Dentists, Vetenarians, Hospitals, Other        Specialists    -   2. Beauty—Spa, Nail Salon, Hair Salon    -   3. Fitness—Gyms, Specialized fitness centers, Sport classes,        freelance fitness/sport coaches    -   4. Children's activity centers—Academic, Child Development,        Sport, Art, Music, Dance    -   5. Restaurants    -   6. Others—Professional services, freelance/self-employed        consultants, among others.

The system minimizes the hassle of booking appointments through an arrayof channels with no consistencies or simplicity: phone, online, bookingsites, individual company websites. Back and forth email chains betweenfriends on suggestion, deciding and booking group events and activitiesare minimized. The system reduces error arising when the user forgets toput the scheduled appointment onto calendar (iPhone, Outlook, Google).The system reduces the time and effort required to find a serviceprovider with walk-in availability given an impromptu desire.Additionally, the inefficiency of manual scheduling of appointments andstaff availability is avoided.

A user can sign-up with the system easily and free of charge or downloadthrough an app directly on iPhone or Android-operated phones. Forconvenience, the system allows the use of Facebook sign-in information.Once the user is signed-in, the user can search for a specific companyor by certain criteria (type of service, closest date of availability,etc), and schedule the appointment. The appointment will also integratewith the user's choice of major calendar tool such as iPhone's calendar,Outlook, Google Calendar. For any alteration or cancellation ofappointments booked through the system, a URL allows the user to bedirected to the platform to do so. Reminders are sent to the user basedon his choice of contact channel, and provide an opportunity to cancelthe booking instead of “no-show” at last minute.

Business vendors who sign up for the system's scheduling services areempowered to use many functionalities that improve customer experiences,employee and customer scheduling efficiencies, and increase revenue bymaximizing capacity utilization and engaging customers.

The business vendor inputs its operating hours, maximum capacity foreach hour (depending on industry, maximum capacity may be furtheritemized by employee or by table, etc), duration for each type ofservices. It is anticipated that these inputs are only required to beupdated once in a while. The system allows the company administrator tomanually input a customer booking in the event the customer phones orwalk in person. As such, once the master schedule inputs are completed,the company is able to view its appointment book on a real-time updatedbasis. There are fewer occurrences of writing down the wrong time, nameor phone number of customers.

Business vendors also have the choice of putting a “book now” button(powered by the instant platform) on their company websites. Once acustomer presses on the “book now” button, he is able to schedule anappointment with that business vendor on an interface powered by theinstant. Even if the business vendor chooses not to have its businesslisted on the platform visible to all users, the business vendor'scustomers can still schedule appointment with this vendor by pressing onthe “book now” button.

For businesses who want more control over appointments, they can opt tohave the ability to reject or decline an appointment. After opting forsuch flexibility and if business vendor does not respond to theappointment request in time (specified by the business vendor), theappointment will be deemed as accepted.

The system provides customized services which are locally optimized tosuit an individual user's requirements and yet which globally optimizethe utilization of the system resources supporting such customizedservices for each individual seeking customized services. With thesystem, users will get the simplicity and convenience of schedulingappointments within one platform instead of having to go into multiplewebsites or applications. Once appointments are made, users will alsoeasily integrate the appointment details within the users' existingcalendar tools (such as iCal). In addition to scheduling appointment foran individual user's own purpose, the platform also allows users tocoordinate events with their friends and make the appointment directlyon the system (after the venue, date and time are voted on and chosen onthe system).

The system provides a holistic scheduling platform that allowsbusinesses from all industries to sign-up and customers 120 or 130 canschedule appointments with these businesses or vendors 140 through thesystem's website 122 as detailed below. Mobile users 130 can access thesystem though a mobile application 134 such as an Android or iPhoneapplication. The mobile app provides a better user experience thanmobile websites are capable of.

Users can also access the system through a vendor website through a“Book Now” widget 132. The “Book Now” widget is a button displayed onthe vendor's web site for a user creates an appointment using thesystem. When the user clicks the “Book Now” button on the vendor's site,an appointment can be created with a link back to the vendor's website.One embodiment uses the Open Graph protocol to specify information aboutthe vendor entity. When the vendor includes Open Graph tags on its Webpage, the page becomes equivalent to a system's page. This means when auser clicks the “Book Now” button on the vendor's page, a connection ismade between the vendor's page and the user. The vendor page will appearin the “Likes and Interests” section of the user's profile, and thevendor has the ability to publish updates to the user. The vendor pagewill show up in same places that the system's pages show up around thesite (e.g. search), and you can target ads to people who like yourcontent. There are two “Book Now” button implementations: XFBML andIframe. The XFBML (also available in HTML5-compliant markup) version ismore versatile, but requires use of the JavaScript SDK. The XFBMLdynamically re-sizes its height according to whether there are profilepictures to display, gives the vendor the ability (through theJavascript library) to listen for like events so that you know in realtime when a user clicks the “Book Now” button, and it always gives theuser the ability to add an optional comment to the book now function. Ifusers do add a comment, the story published back to the vendor is givenmore prominence.

Vendors 140 can access the system through an administrative console. Inthese verticals, for the business vendors who sign-up with the platform100, they have the flexibility and choice to do the following:

-   -   1. Input all or some of the business' operating hours and        schedule availability, so that users can automatically schedule        appointment anytime, anywhere.    -   2. Opt for ability to decline or reject appointments.    -   3. Opt for the business not to be displayed on the list of        business vendors, while that business' customers can still        schedule online appointments automatically through a “book        button” that is supplied by the system for display on the        business' website.

The system performs aggregation of different variables and inputs fordifferent industries in order to solve for the same thing: scheduleavailability. Whilst to the user, the platform gives them the sameconvenience of finding the schedule availability so they can book anyvendors.

Next, exemplary operations within three industries: (a) health & beauty,(b) kids activities and (c) restaurants industries, are discussed. Forhealth & beauty, the key variable inputs that solve for scheduleavailability or the vendor in this industry aggregates the vendor'sstaff's own individual schedule and service duration. The ratio of staffto customer is generally 1:1. Assume a vendor in this industry has 3staffs who perform services. For timeslot 9-10 am, Staff A has beenbooked but Staff B and Staff C have not been booked. Then there exists 2remaining available booking slots for 9 am. For restaurants, the keyvariable inputs that solve for schedule availability is defined bytable. The vendor names each table and defines it by seating capacityand maximum time limit allowed for that table per each booking. Forchildren activities, the key variable inputs that solve for scheduleavailability consists of seat capacity per course, duration of course,frequency of course (per a multitude level of units such as daily,weekly, biweekly, month and also for each of these, a subset ofoccurrence frequency exists such as occurring 2 days per week or 1 dayper week, for example).

In one embodiment, the specific variables and inputs for exemplaryindustry-flows in calculating total availability (by date or by staff orby earliest availability). The system will deduct the online bookingsmade by users and manual bookings input by vendors to constantly arriveat “remaining schedule availability” real-time.

-   -   1. Health & Beauty Variables and Inputs        -   Total number of staff (service providers)        -   Each staff's availability on each day and time        -   Each staff's list of services provided (i.e. each staff is            tagged with all the services she/he can provide)        -   Define and listing of each service        -   Duration of each service    -   2. Restaurants Variables and Inputs        -   Name each table and its seating capacity        -   Maximum time capacity allowed for each table's booking        -   Define each shift (breakfast, brunch, etc) duration and the            tables allotted for each shift        -   Block any tables as desired by vendors for any one or more            shifts for one or more days, recurring or not    -   3. Kids Activities Variables and Inputs        -   Name each course, seating capacity for that course and all            instructors who teach that course        -   Input duration of each course (1 month, 2 month, Continuous,            etc)        -   Input course occurrence frequency (daily, weekly, biweekly,            monthly)        -   Input course occurrence day(s) (Mon, Tues, Wed, Thurs, Fri,            Sat, Sun)        -   Input course timing for each occurrence day(s)

Web user 120 and mobile user 130 can use the system to book appointmentson the scheduling platform 100. The ride-sharing and ordering processhandles three possible usage scenario: 1) through the system's web site,2) through a “Book Now” button 132, or 3) through a mobile application.

In one usage scenario, the rider visits the system's web site. The rideror user may browse or search the interface for a driver to suit theirneeds. In a mobile usage scenario, the user is directed to search forservice providers from a mobile application. In one usage scenario, theuser clicks on a “Book Now” button at a vendor's web site. The user isimmediately transferred to an interface on the system's web site wherethe user can search for a date and time for a suitable appointment. Oncea desired service is found, the user is presented with times and datesof available appointments. Once the desired time and date are chosen,the user is asked to log in to the system using an account. If the userdoes not yet have an account, he/she will create a user account. If theuser account already exists, the user will simply log in. In anotherembodiment, the user logs in to an account previous to reserving a timeand date. Once logged in, the appointment is scheduled with the user anddriver. In some instances, approval for the appointment is not required.If this is the case, the appointment is automatically saved to thecalendar of the user for later viewing or reminder. A notification emailis also sent to the user. In another instance, approval is required bythe vendor. In this case, the appointment is placed on the approvalqueue of the vendor.

One example use scenario is described next. In one embodiment with theUber system, a web user visits uber.com and search for a vendor orservice provider. Once the desired provider is found, the user can thensearch for a time and date to reserve an appointment with the vendor. Ifthe user does not already have a user account, he will be asked tocreate one. The user then logs in to schedule the appointment with thevendor. If approval is required by the vendor, then the appointment isplaced on an approval queue (240). If not, the date and time are savedto a user's calendar, and an email confirming the appointment is sent tothe user. From the vendor's view point, the provider visits a web siteand creates an account and then logs in. Once signed in, the providerprofile can be created or reviewed. In the event of a new businessprofile, the vendor will also have to upload its existing schedule dataonto the platform. From this point, the vendor can also input manuallybooked reservations into the platform and update the schedule database.

In exemplary capacity utilization maximization process, the system takesuser inputs from the web site, “Book Now” widget, and the mobile app,among others. The system also monitors the service provider calendar foropen time slots. Such information is stored in an available slotdatabase in the scheduling software. In this example, the system knowsthe user's interest and the user's open time slots. The system alsoknows the service provider's total capacity and open time slots. Byhaving both information, the system can optimize the calendars of boththe user and service provider. For example, the system can recommend adifferent date that fits best with the user's travel path and thecapacity of the service provider. In another example, the system canautomatically recommend a different location of the selected serviceprovider that fits better due to open time slots at the differentlocation. Other optimizations can be done as well. The system takes intoconsideration a total capacity limit, which is the total number ofcustomers that can be served by a given service over a given timeperiod. The total capacity may vary based on the size of the staffcurrently on duty, etc. The process can use linear scheduling andnon-linear scheduling techniques. In one illustrative embodiment, thecapacity utilization is based on not only a maximum total capacity overa given time period, but also a number of appointments which can bestarted at any given time. In one embodiment, a database structure isused to represent both maximum capacity and start time capacities toallow efficiency in searching for open appointment times and schedulingrequested appointments. In another embodiment, the system utilizesvarious artificial intelligence (AI) based methodologies as well as acommercially available expert system shell.

In another embodiment, the system can offer discounts to riders to visitthe business if the booking for that business is below a threshold. Inthis manner, the business can run dynamic sales as needed.

FIG. 7 shows an exemplary system for crowd-sourcing navigation data. Thesystem includes a crowdsourcing server in communication with a pluralityof vehicles 1 . . . n. The vehicles in FIG. 7 performs peer-to-peerdiscovery and crowd-sourced navigation as shown in FIG. 9B. The systemreceives proximity services for a group of vehicles traveling apredetermined route using peer-to-peer discovery, receives crowdsourcingdata from said plurality of vehicles, sharing crowdsourcing data to thegroup of vehicles (or a subsequent group of vehicles) traveling theroute of interest. Such information can be used in providing navigationguidance to the vehicle traveling the route using the crowdsourced data.

In one aspect, the vehicles traveling the same route can be determinedusing a vehicle to vehicle communication protocol that facilitateidentifying peers based upon encoded signals during peer discovery in apeer to peer network. The system can be WiFi or cellular based such asthe Proximity Services via LTE Device Broadcast, among others.

In one embodiment, the identification of peers based upon encodedsignals during peer discovery in a peer to peer network can be done. Forexample, direct signaling that partitions a time-frequency resource intoa number of segments can be utilized to communicate an identifier withina peer discovery interval; thus, a particular segment selected fortransmission can signal a portion of the identifier, while a remaindercan be signaled based upon tones communicated within the selectedsegment. Moreover, a subset of symbols within the resource can bereserved (e.g., unused) to enable identifying and/or correcting timingoffset. Further, signaling can be effectuated over a plurality of peerdiscovery intervals such that partial identifiers communicated duringeach of the peer discovery intervals can be linked (e.g., based uponoverlapping bits and/or bloom filter information). The method caninclude transmitting a first partial identifier during a first peerdiscovery interval. Also, the method can comprise transmitting a secondpartial identifier during a second peer discovery interval. Further, themethod can include generating bloom filter information based upon thecombination of the first partial identifier and the second partialidentifier. Moreover, the method can comprise transmitting the bloomfilter information to enable a peer to link the first partial identifierand the second partial identifier.

Another embodiment communicates using LTE Direct, a device-to-devicetechnology that enables discovering thousands of devices and theirservices in the proximity of ˜500 m, in a privacy sensitive and batteryefficient way. This allows the discovery to be “Always ON” andautonomous, without drastically affecting the device battery life. LTEDirect uses radio signals—called ‘expressions’—which can be private anddiscreet (targeted securely for certain audiences only) or public(transmitted so that any application can receive them). Publicexpressions are a common language available to any application todiscover each other, and this is the door to consumer utility andadoption. Public expressions exponentially expand the field of value.For example, vehicles that share same driving segments can broadcastexpressions indicating their path(s). The system detects vehicles in thesame segment as part of the proximity services for capturing and sharingcrowd-sourced navigation data. Public expressions combine allapplications—all value—into one single network, thereby expanding theutility of the system.

The crowdsourcing data includes vehicle performance information and GPSlocations of a vehicle; and wherein the vehicle data includes odometerinformation, speedometer information, fuel consumption information,steering information.

The data includes information relating to closing of a lane using thecrowdsourcing data; predicting an avoidance maneuver using thecrowdsourcing data; predicting a congestion with respect to a segment ofthe route of the at least one vehicle using the crowdsourcing data; andpredicting traffic light patterns using the crowdsourcing data.

The system can determine the presence of obstacles in a road lane bymonitoring a pattern of vehicle avoidance of a particular location ofthe lane. The obstacles can be rocks or debris on the lane, closure of alane, inoperative vehicles on the lane, or vehicles suffering from anaccident, among others. The vehicular avoidance information can be sentto vehicles that are planning to use that particular road section tooptimize

The system can detect closing of a lane by monitoring changes of vehicledirection at a location on the route of the at least one vehicle; anddetermining a lane is closed in response to a number of changes ofvehicle direction being larger than a predetermined threshold value.

The system can share prior vehicle's avoidance maneuver by monitoringchange of vehicle direction and distance traveled at a close vicinity ofa location on the route of a lead vehicle; and determining an avoidancemaneuver in response to a ratio of change of vehicle direction anddistance traveled being less than a predetermined threshold value.

The system can determine a route based at least in part on an amount oftime predicted for travelling from a starting location to a destinationlocation of the route using the crowdsourcing data; and determining aroute based at least in part on a predicted fuel consumption of theroute using the crowdsourcing data. The determining informationcorresponding to a route of interest to at least one vehicle further caninclude monitoring a distance traveled by the at least one vehicle afterreaching a destination, and predicting availability of parking spaces atthe destination based at least in part on the distance traveled; andmonitoring an amount of time traveled by the at least one vehicle afterreaching a destination, and predicting availability of parking spaces atthe destination based at least in part on the amount of time traveled.The determining information corresponding to a route of interest to atleast one vehicle further comprises: measuring a time taken to travel apredefined percent of the route until the at least one vehicle comes toa halt at a predetermined location; and predicting an average amount oftime used to find parking at the predetermined location using the timetaken to travel a predefined percent of the route. The determininginformation corresponding to a route of interest to at least one vehiclefurther comprises at least one of: determining popularity of a fuelingstation along the route; determining type of fuel sold at the fuelingstation along the route; determining popularity of a business along theroute; and determining popularity of a rest area along the route.

FIG. 8 is a sequence diagram illustrates generally, operations performedby the system according to embodiments described herein. In anembodiment, at 4402, the driver monitoring unit 104 can be configured tomonitor the behavior of the driver. The system can be configured toinclude the driver monitoring unit 4104 installed in the vehicle 102 tomonitor the behavior parameters of the driver while the vehicle 4102 isbeing driven. The vehicle 4102 can include cameras, gyroscope,magnetometer, accelerometer, and other sensors installed thereon tomonitor the behavior parameter of the driver. In an embodiment, thecameras or sensors may be placed at any place in the vehicle, such asfor example at four corners of the front windshield, in a way that itcan directly capture the behavior parameters of the driver. For example,based on the driver gestures, the cameras can detect finger position todetect that driver is pointing at a particular object or vehicle andsearches the internet for the vehicle. Further, in an embodiment, aflexible display film adhesively secured on the front windshield. Thedisplay can be used controlled by a computer to display info in adiscrete way that may not take driver's eyes off the road and opposingvehicles. In an embodiment, at 4404, the driver monitoring unit 4102 canbe configured to transmit the behavior parameters of the driver to theserver 4106. In an embodiment, the driver behavior parameters describedherein can include for example, but not limited to, vehicle speed,vehicle accelerations, driver location, seatbelt use, wireless deviceuse, turn signal use, driver aggression, detection of CO2 vapor,detection of alcohol, driver seating position, time, and the like. In anembodiment, at 4406, the server 4106 can be configured to transmit thedriver behavior parameters to one or more insurance providers. In anembodiment, at 4408, the server 4106 can be configured to analyze thedriver behavior parameters and adjust the insurance rates for thedriver. For example, if the driver is driving roughly by drinkingalcohol then the insurance rate may get decreased. In an embodiment, at4410, the server 4106 can be configured to match the driver behaviorpreferences with similar or substantially similar preferences of otherdrivers. The server 4104 can be configured to generate actionrecommendations best matching the behavior of the driver. In anembodiment at 4412, the server 4106 can be configured to provide thegenerated recommendations to the driver. Based on the driver behaviorparameters the sever 4106 provides feedback and recommendations to thedriver, such as to improve the driving skills. Further, in anembodiment, a flexible display film adhesively secured on the frontwindshield. The display can be used controlled by a computer to displayinfo in a discrete way that may not take driver's eyes off the road andopposing vehicles. In an embodiment, at 4414, the server 4106 can beconfigured to frequently monitor the behavior parameters associated withthe driver. Any changes in the behavior parameters can affect theoverall system performance and the driver experience. The server 4106can be configured to frequently monitor and dynamically update theinsurance rate and action recommendations, which in turn helps thedriver for effectively improving the driving skills.

FIG. 9 is a diagram 4500 illustrates generally, an overview of arecommender system that may allow drivers to obtain actionrecommendations based on the driver behavior parameters, according toembodiments disclosed herein. In an embodiment, the driver behaviorparameters can be used to provide customized recommendations to driversby comparing the driver behavior parameters with other drivers who hassimilar or substantially similar behavior parameters. Unlikeconventional system, the server 106 can be configured to adaptivelygenerate action recommendations for the driver based on the behaviorparameters. The server 106 can be configured to match the behaviorparameters of the drivers to similar behavior parameters of the one ormore drivers, such as to provide personalized action recommendations tothe driver. In an embodiment, the recommendations can be filtered inadvance of display. In an embodiment, filtered recommendations may bederived from the sources such as for example, but not limited to, thosesources that have added the data within a specified time, from thosesources that share specific similarities with the sources, those sourcesthat have been preselected by the driver as relevant, those sources thatare selected as friends or friends of friends, and the like, thosesources that are determined to provide valuable reviews/ratings or arespecifically declared to be experts within the system or by the driver,or those users that have entered at least a minimum amount of data intothe system.

FIG. 10 is a diagram 4600 illustrates generally, an overview ofpreferences matching by the server 4106, according to embodimentsdisclosed herein. The FIG. 10 outlines recommender functionality inaccordance with an embodiment of the present invention. The system 4100can monitor the driver behavior and uses the behavior data to match withthe behavior data of other sources and provide action recommendations tothe driver. For example, if the driver behavior parameter indicates thatthe user is driving very fast (such as 70 kmph) in school zone where thespeed limits should be more than 30 kmph then the system can beconfigured to execute one or more rules and provide suggestions to thedriver to slow down the speed.

In an embodiment, the activity recommendation rules may be establishedin the recommendation system. Such rules derived from, for example, butnot limited to, automatic generation machine learning, automaticgeneration using a generic algorithm, automatic generation using aneutral network, automatic generation using a rule inference system,data mining, generation using a preset list of recommendations, and/or adriver behavior. In an embodiment, the sever 106 can be configured toreceive the recommendation rules such as unidirectional rules,bidirectional rules, generalized rules including multi-way rules, rulesamong items, rules among sets, rules among collections, rules withweight factors, rules with priorities, un-weighted and un-prioritizedrules, and the like.

FIG. 11 is a flow chart illustrates generally, a method 4700 forselectively providing insurance information to a service provider,according to embodiments as disclosed herein. At step 4702, the driverbehavior is monitored. The behavior data can include external parametersand/or internal parameters. In an embodiment, the driver behaviordata/parameters described herein can include for example, but notlimited to, vehicle speed, vehicle accelerations, driver location,seatbelt use, wireless device use, turn signal use, driver aggression,detection of ethanol vapor, driver seating position, time, and the like.In an embodiment, the behavior data can be over a period of hours, days,weeks, and so forth. In an embodiment, the behavior data gathering canbe continuous, at predefined intervals, or at random intervals. Inaccordance with some aspects, data can be gathered while a vehicle is inoperation and at other times (e.g., at two a.m. to determine where thevehicle is parked overnight). In an embodiment, a change to an insurancepremium and/or an insurance coverage is prepared, at 4704. The change isbased on one or more of the driver behavior data, wherein each item ofdriver behavior data can have a different weight assigned. For example,data gathered related to weather conditions might be given less weightthan data gathered related to user distractions (e.g., passengers, useof a mobile device while vehicle is in operation, and so forth). Inanother example, excessive speed might be assigned a higher weight thandata related to safety performance of the vehicle. As such, data with ahigher weight can be given more consideration than data with a lowerweight (e.g., data assigned a higher weight can have a greater impact onthe cost of insurance). Thus, if the user is traveling at (or below) thespeed limit and speed is assigned a greater weight, then the safe speedwill tend to decrease (or remain constant) the cost of insurance.

In an embodiment, the driver is notified of the change, at 4706. Thenotification can be in any perceivable format. In an example, thenotification is provided as a dashboard-mounted display. In anotherexample, presenting the change can include displaying the modified costof the insurance policy in a dashboard-mounted display and/or a heads-updisplay. In an embodiment, a service provider is notified of the change,at 708. At substantially the same time as notifying the service provider(or trusted third party) of the change, parameters taken intoconsideration (and associated weight) can also be provided. In such amanner, the service provider (or third party) can selectively furthermodify the cost of insurance, which can be communicated to the userthough the vehicle display or through other means.

The service provider (or third party) might be provided the changeinformation less often than the insurance cost change information isprovided to the user. For example, the user can be provided theinsurance cost change information dynamically and almost instantaneouslywith detection of one or more parameters that can influence theinsurance cost. However, the insurance provider (or third party) mightonly be notified of the change after a specified interval (or based onother intervals). For example, insurance cost changes might beaccumulated over a period of time (e.g., two weeks) and an average ofthe insurance cost changes might be supplied to insurance provider. Insuch a manner, the user has time to adjust parameters that tend toincrease (or decrease) the cost of insurance, which allows the user tohave more control over the cost of insurance.

In an embodiment, vertical market specialization for insurance isprovided where markets are defined based on granular aspects of coverageand presented to one or more insurance subsystems to obtain quotes for acoverage premium. Such specialization allows insurance companies tocompete in more specific areas of insurance coverage, which allows formore accurate premium rates focused on the specific areas or one or morerelated scenarios. In addition, the granular aspects of coverage can beprovided to one or more advertising systems in exchange for furtherlowered rates, if desired.

According to an example, an insurance market can be defined based ongranular information received regarding an item, a related person, useof the item, etc. Based on the market, premium quotes can be obtainedfrom one or more insurance subsystems related to one or more insurancebrokers. In addition, rates can be decreased where the granularinformation can be provided to an advertising system, in one example. Inthis regard, targeted advertisements can additionally be presented tosystem related to requesting the insurance coverage. Policies can beautomatically selected based on preferences, manually selected using aninterface, and/or the like.

FIG. 12 is a diagram 4800 illustrates generally, an exemplary systemthat customizes insurance rates to correspond to behavior driver,according to embodiments as disclosed herein. In an embodiment, theserver 4106 can be configured to maintain a database component 4802including data related to different driver behaviors. Such leveragingfrom data banks enables insurance providers to bid in real time, andhence an owner and/or user of a vehicle can benefit from competitionamong various insurance providers, to obtain optimum rates. The serverincludes a rate adjustment component 4804 that in real time candetermine the various rates from a plurality of insurance providers 4110(1 to N, where N is an integer). In one particular aspect, a retrievalagent (not shown) associated with the rate adjustment component 4804 canpull insurance data from the insurance providers based on the contextualdata supplied thereto. For example, such contextual data can be datarecords related to driver behavior, the vehicle 4102 (such as auto shopservice records, current service status for the car, and the like), datarelated to the individual driver (such as health records, criminalrecords, shopping habits, and the like), data related to the environment(road condition, humidity, temperature, and the like) and data relatedto real time driving (frequency of braking, accelerating, intensity ofsuch actions, and the like).

The retrieval agent (not shown) can pull data from the insuranceproviders 4110 and further publish such data to enable a richinteraction between the users on a display or a within a writtencommunication environment. The retrieval agent can further generate aninstance for a connection with the insurance providers. Accordingly, aconnection instance can be employed by the rate adjustment component4804 to store connection information such as the state of dataconveyance, the data being conveyed, connection ID and the like. Suchinformation can additionally be employed to monitor progress of datatransfer to the written communication environment or display, forexample.

Accordingly drivers/owners of motor vehicles can pull or receive datafrom the insurance providers 4110, wherein received data can be posted(e.g., displayed on a monitor) and the connection instance can beconcurrently updated to reflect any successful and/or failed dataretrievals. Thus, at any given moment the connection instance caninclude the most up-to-date version of data transferred between themotor vehicle and the insurance providers. In an embodiment, a switchingcomponent 4806 can be configured to automatically switch user/driver toan insurance provider/company that bids the best rate. Such switchingcomponent 4806 can employ interrupts both in hardware and/or software toconclude the switching from one insurance provider to another insuranceprovider. For example, the interrupt can convey receipt of a moreoptimal insurance rate or completion of a pull request to the insuranceproviders 4110 or that a configuration has changed. In one particularaspect, once an interrupt occurs, an operating system analyzes the stateof the system and performs an action in accordance with the interrupt,such as a change of insurance provider, for example

Such interrupts can be in form of asynchronous external events to theprocessor that can alter normal program flow. Moreover, the interruptscan usually require immediate attention from a processor(s) associatedwith the system. In one aspect, when an interrupt is detected, thesystem often interrupts all processing to attend to the interrupt,wherein the system can further save state of the processor andinstruction pointers on related stacks.

According to a further aspect, the switching component 4804 can employan interrupt dispatch table in memory, which can be accessed by theprocessor to identify a function that is to be called in response to aparticular interrupt. For example, a function can accept a policy froman insurance provider, cancel an existing policy, and/or clear theinterrupt for a variety of other reasons. The function can executeprocesses such as clearing the state of the interrupt, calling a driverfunction to check the state of an insurance policy and clearing, settinga bit, and the like.

FIG. 13 is a diagram 4900 illustrates generally, the switching component806 that further includes an analyzer component 4902, which furtheremploys threshold ranges and/or value(s) (e.g., pricing ranges forinsurance policies, terms of the insurance policy, and the like)according to a further aspect of the present invention. The analyzercomponent 4902 can be configured to compare a received value forinsurance coverage to the predetermined thresholds, which can bedesignated by an owner/driver. Accordingly, the analyzer component 902can determine if the received insurance coverage policies are within thedesired range as specified by a user an “accept” or “reject”, and/orfurther create a hierarchy from “low” to “high” based on criteriadesignated by the user (e.g., price of the insurance policy, terms ofthe insurance policy, and the like).

According to a further aspect, the analyzer component 4902 can furtherinteract with a rule engine component 4904. For example, a rule can beapplied to define and/or implement a desired evaluation method for aninsurance policy. It is to be appreciated that the rule-basedimplementation can automatically and/or dynamically define and implementan evaluation scheme of the insurance policies provided. Accordingly,the rule-based implementation can evaluate an insurance policy byemploying a predefined and/or programmed rule(s) based upon any desiredcriteria (e.g., criteria affecting an insurance policy such as durationof the policy, number of drivers covered, type of risks covered, and thelike.).

In a related example, a user can establish a rule that can implement anevaluation based upon a preferred hierarchy (e.g., weight) of criteriathat affects the insurance policy. For example, the rule can beconstructed to evaluate the criteria based upon predeterminedthresholds, wherein if such criteria does not comply with setthresholds, the system can further evaluate another criteria orattribute(s) to validate the status (e.g., “accept” or “reject” theinsurance bid and operate the switching component based thereon). It isto be appreciated that any of the attributes utilized in accordance withthe subject invention can be programmed into a rule-based implementationscheme.

FIG. 14 illustrates generally, a method 5000 for customizing insurancerates of a driver, according to embodiments as described herein. Themethodology 5000 of customizing insurance rates according to a furtheraspect of the subject innovation. While the exemplary method isillustrated and described herein as a series of blocks representative ofvarious events and/or acts, the subject innovation is not limited by theillustrated ordering of such blocks. For instance, some acts or eventsmay occur in different orders and/or concurrently with other acts orevents, apart from the ordering illustrated herein, in accordance withthe innovation. In addition, not all illustrated blocks, events or acts,may be required to implement a methodology in accordance with thesubject innovation. Moreover, it will be appreciated that the exemplarymethod and other methods according to the innovation may be implementedin association with the method illustrated and described herein, as wellas in association with other systems and apparatus not illustrated ordescribed. Initially and at 5002 contextual data from various data bankscan be accessed by the insurance providers or supplied thereto. Asexplained earlier, the data banks can include data pertaining to themotor vehicle (e.g., maintenance history, current vehicle conditions,and the like), data related to the driver (e.g., via health insurancerecords, police records, internet records, and the like), and datarelated to operating environment (e.g., weather, geographical location,and the like.) Moreover, the real-time contextual driving data caninclude both an intensity portion and a frequency portion, whichrepresent severity and regularity of driving episodes (e.g., slammingthe brakes, gradual/sudden deceleration, velocity variances, and thelike). Subsequently and at 5004, such data can be analyzed by theinsurance providers as to customize an insurance rate based thereon at5006. In an embodiment, insurance rate can be calculated in real-timeand as such can more accurately reflect appropriate coverage for asituation of a driver. A plurality of different factors can influence alikelihood of the driver being involved in an accident, having a vehiclestolen, and the like. For example, if the driver is travelling throughbad weather, then risk can be higher and a rate can be increased inreal-time as weather conditions change-conversely, if there isrelatively little traffic surrounding the driver's vehicle, then therate can be lowered. An algorithm or complex model can be used tocalculate the insurance rates and can be disclosed to the driver throughthe display. In an embodiment, the rate adjustment component 804 can beconfigured to evaluate the insurance rate information against currentvehicle operation by the driver. Specifically, the evaluation cancompare the current operation against insurance rate information todetermine if an appropriate rate is being used, if the rate should bechanged, what the change should be, etc. For instance, different aspectsof vehicle operation can be taken into account such as for example, butnot limited to, weather and how a driver reacts, speed (of a vehicle),traffic and how the driver reacts, and noise {e.g., radio level), andthe like.

Subsequently, the customized insurance rate can then be sent from aninsurance provider to an owner/driver of the vehicle (e.g., in form ofan insurance bid) at 5008. For example, the insurance rate can bedetermined and represented upon the driver via the display or controllerin the vehicle. A processor that executes the computer executablecomponents stored on a storage medium can be employed. In an embodiment,the monitoring unit can communicate with an insurance company {e.g.,continuous communication) and obtain an insurance rate directly. Thesystem can be configured to customize the insurance based on theobtained insurance rates and present to the driver and make appropriatemodification to the display automatically.

FIG. 15 illustrates generally, a method 5100 for presenting informationrelated to a real-time insurance rate, according to embodiments asdescribed herein. In an embodiment, at 5102, Metadata can be collectedpertaining to real-time operation of a vehicle and at least a portion ofthe metadata can be evaluated, as shown at 5104. The metadata describedherein can include driver behavior data, contextual information, driverhistory, and real-time driving information that relates to operation ofa driver and vehicle, and the like. Based upon a result of theevaluation, there can be calculation a real-time insurance rate, such asshown at 5106. In an embodiment, at 5108, determination can be made onhow to present the calculated rate. For example, the determination canbe if the rate should be shown on a center console or a heads-updisplay. A determination can also be made on how to display data (e.g.,if a numerical rate should be disclosed or a color element should belit). Additionally, a determination can be made on other data todisclose, such as safety, environment impact, cost of operating vehicle,a target speed, group rank, and the like. The determined rate and otherdetermined data can be presented through a display, such as shown at5110. Thus, the determined rate is presented upon a display viewable tothe driver of the vehicle.

In an embodiment, at 5112, the method 5100 includes determining iffeedback should be presented to the user. The feedback can be suppliedin real-time as well as be a collective summary presented after adriving session is complete. If no feedback should be presented, thenthe method 5100 can end at 5114. In one instance, if there is a newdriver attempting to obtain a full drivers license (e.g., teenagedriver) or newer driver, then the check 5112 can determine feedbackshould be automatically provided. In another embodiment, an operator canbe solicited on if feedback should be presented depending on a responsethe method 5100 can end or continue.

Operation of the vehicle and driver can be evaluated at 5116, which canoccur though different embodiments. As a user operates a vehicle,metadata can be collected and evaluated in real-time. In an alternativeembodiment, data can be collected, but evaluation does not occur untilthe check 5112 determines feedback should be presented. At 5118, therecan be determining feedback for suggesting future driving actions forthe operator to perform in future driving to lower the insurance rate.The method 5100 can include presenting the feedback (e.g., through thedisplay, through a printout, transferring feedback as part of e-mail ora text message, etc.) at 5120. The feedback can be directly related to adriving session as well as is an aggregate analysis of overall drivingperformance (e.g., over multiple driving sessions).

FIG. 16 is diagram illustrates generally, a method 5200 for installationof a real-time insurance system, according to embodiments disclosedherein. In an embodiment, at 5202, an on-board monitoring system (suchas driver monitoring unit) 4102 is installed in a vehicle to facilitatethe collection of real-time data from the vehicle and forwarding of thereal-time data to an insurance provider. At 5204, the on-boardmonitoring system can be associated with the on-board data/diagnosticcontrol units and system(s) incorporated into the vehicle. The on-boarddata/diagnostic control units and system(s) can include the vehiclesengine control unit/module (ECU/ECM), transmission control unit (TCU),power train control unit (PCU), on-board diagnostics (OBD), sensors andprocessors associated with the transmission system, and other aspects ofthe vehicle allowing the on-board monitoring system to gather sufficientdata from the vehicle for a determination of how the vehicle is beingdriven to be made. The on-board monitoring system can be communicativelycoupled by hard wiring to the on-board diagnostic system(s) or thesystems can be communicatively associated using wireless technologies.

In an embodiment, at 5206, a mobile device (e.g., a cell phone) can beassociated with the onboard monitoring system where the mobile devicecan facilitate communication between the on-board monitoring systemswith a remote insurance provider system. The mobile device providesidentification information to the on-board monitoring system to beprocessed by the on-board monitoring system or forwarded an insuranceprovider system to enable identification of the driver.

In an embodiment, at 5208, communications are established between theon-board monitoring system and the mobile device with the remoteinsurance provider system. In one embodiment it is envisaged that theon-board monitoring system and the insurance provider system are ownedand operated by the same insurance company. However, the system could beless restricted whereby the insurance provider system is accessible by aplurality of insurance companies with the operator of the on-boardmonitoring system, e.g., the driver of the vehicle to which the on-boardmonitoring system is attached, choosing from the plurality of insuranceproviders available for their particular base coverage. In such anembodiment, upon startup of the system the insurance provider system candefault to the insurance company providing the base coverage and theoperator can select from other insurance companies as they require. Overtime, as usage of the on-board monitoring system continues, at 5210,there is a likelihood that various aspects of the system might need tobe updated or replaced, e.g., software update, hardware updates, etc.,where the updates might be required for an individual insurance companysystem or to allow the on-board monitoring system to function with oneor more other insurance company systems. Hardware updates may involvereplacement of a piece of hardware with another, while software updatescan be conducted by connecting the mobile device and/or the on-boardmonitoring system to the internet and downloading the software from acompany website hosted thereon. Alternatively, the software upgrade canbe transmitted to the mobile device or the on-board monitoring system bywireless means. As a further alternative the updates can be conferred tothe mobile device or the on-board monitoring system by means of aplug-in module or the like, which can be left attached to the respectivedevice or the software can be downloaded there from.

FIG. 17 is a diagram illustrates generally, a method for gatheringinformation from an on-board monitoring system employed in a real-timeinsurance system, according to embodiments as disclosed herein. In anembodiment, at 5302, monitoring of the driver and the vehicle they areoperating is commenced. Monitoring can employ components of an on-boardmonitoring system, mobile device components, e.g., cell phone system, orany other system components associated with monitoring the vehicle as itis being driven. Such components can include a global positioning system(GPS) to determine the location of the vehicle at any given time, such aGPS can be located in a cell phone, as part of the on-board monitoringsystem, or an external system coupled to the monitoring system/cellphone—such an external system being an OEM or after sales GPS associatedwith the vehicle to be/being driven. A video data stream can be gatheredfrom a video camera coupled to the on-board monitoring system recordingthe road conditions, etc. throughout the journey. Information can alsobe gathered from monitoring/control system(s) that are integral to thevehicle, e.g., the vehicle's engine control unit/module (ECU/ECM) thatmonitors various sensors located throughout the engine, fuel and exhaustsystems, etc.

In an embodiment, at 5304, the dynamically gathered data (or driverbehavior data) is transmitted to an insurance evaluation system. In anembodiment, at 5306, the gathered data is analyzed. Such analysis caninvolve identifying the route taken by the driver, the speed driven,time of day the journey was undertaken, weather conditions during thejourney, other road traffic, did the user use their cell phone duringthe journey?, and the like. In an embodiment, at 5308, the gathered datais assessed from which an insurance rate(s) can be determined. Forexample, if the driver drove above the speed limit then an appropriatedetermination could be to increase the insurance premium. In anembodiment, at 5310, the driver can be informed of the newly determinedinsurance rate. Any suitable device can be employed such as informingthe user by cell phone, a display device associated with the on-boardmonitoring system, or another device associated with the vehicle. Theinformation can be conveyed in a variety of ways, including a textmessage, a verbal message, graphical presentation, change of lightemitting diodes (LED's) on a display unit, a HUD, etc. At 5312, thedriver can continue to drive the vehicle whereby the method can returnto 5302 where the data gathering is commenced once more.

Alternatively, in an embodiment, at 5312, the driver may complete theirjourney and data gathering and analysis is completed. In an embodiment,at 5314 the driver can be presented with new insurance rates based uponthe data gathered while they were driving the vehicle. The new insurancerates can be delivered and presented to the driver by any suitablemeans, for example the new insurance rates and any pertinent informationcan be forwarded and presented to the driver via a HUD employed as partof the real time data gathering system. By employing a HUD instantaneousnotifications regarding a change in the driver's insurance policy can bepresented while mitigating driver distractions {e.g., line of sightremains substantially unchanged). Alternatively, the on-board monitoringsystem can be used, or a remote computer/presentation device coupled tothe real time data gathering system where the information is forwardedto the driver via, e.g., email. In another embodiment, the driver canaccess a website, hosted by a respective insurance company, where thedriver can view their respective rates/gathered information/analysissystem, etc. Further, traditional means of communication such as aletter can be used to forward the insurance information to the driver.

FIG. 18 is a diagram illustrates generally, a method 5400 mountingcameras to capture traffic information, according to embodiments asdisclosed herein. In an embodiment, at 5402, the method 5400 includesmounting cameras on the car to monitor the traffic information. Forexample, the car may include cameras mounted to capture views in therearward, downward, and the like directions, on the upper surface at theleading end of the front portion thereof. The position for mounting thecameras is not limited to the left side, right side, upper surface,front side, back side, and the like. For example, if the car has a leftside steering wheel, the camera may be mounted on a right upper surfaceat a leading end of the front portion of the car. The cameras may havean angle of view of about 60, 90, 180, and 360 degree. With theconstruction, since the camera is mounted for a view in the rearward anddownward directions on the front portion of the car, it can capture awide area of the surface of the road in the vicinity of the driver'scar, and an area in the vicinity of the left front wheel. Furthermore,the camera can also capture a part of the body of the car in thevicinity of the front wheel. Thereby, the relation between the car andthe surface of the road can be recorded. In an example, the cameras canbe configured to capture images of the road views including potentialcollision events such as how close car is following car in front, howoften brake is used in period of time, hard brakes count more to reducedriver rating, how frequently does car come close to objects andobstructions (such as trees, cars on the other direction and cars insame direction) while moving.

In an embodiment, at 5404, the method 5400 includes receiving therecorded information from the camera and use image processing techniquesto process the information. For example, the system uses imageprocessing techniques to determine potential collision events such ashow close car is following car in front, how often brake is used inperiod of time, hard brakes count more to reduce driver rating, howfrequently does car come close to objects and obstructions (such astrees, cars on the other direction and cars in same direction) whilemoving.

FIG. 19 is a diagram illustrates generally, a method 5500 mountingcameras to capture driver behavior, according to embodiments asdisclosed herein. In an embodiment, at 5502, the method 5500 includesmounting cameras on the car to monitor the driver behavior. The positionfor mounting the cameras is not limited to the left side, right side,upper surface, front side, back side, and the like. The cameras may havean angle of view of about 60, 90, 180, and 360 degree. For example, thecamera can capture driver behavior such as for example, but not limitedto, images of texting and use of phone while driving, speech of drivershouting or cursing at other drivers or other occupants, indications ofintoxication, sleepiness, alcohol level, mood, aggressiveness, and thelike. In an embodiment, at 5504, the method 5500 includes receiving therecorded information from the camera and use image processing techniquesand voice reorganization techniques to process the information. Forexample, the system uses image processing techniques to determine thedriver activity such as whether the driver is using mobile phone whiledriving. In another example, the system uses voice recognitiontechniques to determine the use voice, text, aggressiveness, and thelike.

In an embodiment, the item-centric approach determines that many drivershaving similar behavior and the driver who performs activity-A will alsoperform activity-B. This has proven to be fairly effective. On the otherhand, many insurance providers interact with drivers online/offline.Such interaction can produce a stream of contextual information thatrecommendation engines can use. Early systems were batch oriented andcomputed recommendations in advance for each driver. Thus, they couldnot always react to a driver's most recent behavior. Recommendationengines work by trying to establish a statistical relationship betweendrivers and activities associated with there behavior. The systemestablishes these relationships via information about driver's behaviorfrom vehicle owner, monitoring devices, sensors, and the like.

In an embodiment, the recommender systems collect data via APIs,insurance application, insurance databases, and the like sources. Theinsurance sources can be available through social networks, ad hoc andmarketing networks, and other external sources. For example, data can beobtained from insurance sites, insurance providers, driver insurancehistory, and search engines. All this enables recommendation engines totake a more holistic view of the driver. The recommendation engine canrecommend different insurance products that save money for the driver,or alternatively can even recommend different insurance companies tosave money. Using greater amounts of data lets the engines findconnections that might otherwise go unnoticed, which yields bettersuggestions. This also sometimes requires recommendation systems to usecomplex big-data analysis techniques. Online public profiles andpreference listings on social networking sites such as Facebook adduseful data.

Most recommendation engines use complex algorithms to analyze driverbehavior and suggest recommended activities that employ personalizedcollaborative filtering, which use multiple agents or data sources toidentify behavior patterns and draw conclusions. This approach helpsdetermine that numerous drivers who have same or similar type ofbehavior in the past may have to perform one or more similar activitiesin the future. Many systems use expert adaptive approaches. Thesetechniques create new sets of suggestions, analyze their performance,and adjust the recommendation pattern for similar behavior of drivers.This lets systems adapt quickly to new trends and behaviors. Rules-basedsystems enable businesses to establish rules that optimizerecommendation performance.

FIG. 20 is a diagram 5600 illustrates generally, a first vehicle programcommunicating with a second vehicle program through an Inter-Vehiclenetworking, according to embodiments as disclosed herein. In anembodiment, the system develops inter-vehicular networking, computing,transceivers, and sensing technologies in the vehicles. Such vehicleshave embedded computers, GPS receivers, short-range wireless networkinterfaces, and potentially access to in-car sensors and the Internet.Furthermore, they can interact with road-side wireless sensor networksand sensors embedded in other vehicles. These capabilities can beleveraged into distributed computing and sensing applications overvehicular networks for safer driving, dynamic route planning, mobilesensing, or in-vehicle entertainment. The system can includevehicular-specific network protocols, middleware platforms, and securitymechanisms to process the data. As shown in FIG. 14, a first driveroperating a vehicle observes a second driver operating a vehicle withinhis visual range and wants to send a message to the second driver. Thevehicle can include identifying information that is visuallyascertainable such as the model, vehicle color, number of doors, licenseplate number and state. The vehicle may include additional informationthat is only ascertainable from up close or at certain angles, or viacertain technologies, such as a roof top identification number, vehicleidentification number, taxi badge number, Bluetooth, or RFID code, andthe like. In an embodiment, a sender having access to the vehiclemonitoring device and viewing a second vehicle desires to contact thedriver of the second vehicle. In one embodiment, in case of an accidentas detected by an accelerometer or airbag deployment, both vehiclesautomatically exchange insurance information and the drivers simplyconfirm and signs to accept. In another embodiment, in case of ahit-and-run, the vehicle computer would automatically capture insuranceinformation from the other vehicle and store all parameters arising fromthe accident for accident investigator's review. In another embodiment,if one vehicle detects that the other vehicle has a low insurancerating, the vehicle automatically enters a defensive driving mode aroundthat vehicle. As best shown in FIG. 16, the sender initiatescommunication via a telephone or handheld computer or vehicle monitoringdevice and accesses the interface to the inter-vehicle networkingservice and database. The sender can select “send message” from thegraphical or audio menu to send message or directly communicate with thedriver of the second vehicle.

For example, the sender can directly communicate with the driver usingthe inter-vehicle networking or the sender can choose from a table ofmessages that can be sent to the driver using the inter-vehiclenetworking. For example, the message can take the form of voice, audio,video, or other data which can be converted to a digital signal and sentto any communications terminal. The inter-vehicle networking databasereceives the message or encrypted message and reconstructs the message,including the address information. The inter-vehicle networking thenseparates out the address information including such as for example, butnot limited to, license plate number, vehicle identification number, andthe like.

In an embodiment, the message may include a return address for thesender, so that a reply can be returned merely by hitting the “reply to”or “call back” button on the message. One skilled in the art would alsorecognize that the message could be sent anonymously or by anon-returnable address. Alternatively, the message could be a generalbroadcast sent by a police officer or other official sending a warningmessage to speeders or an informational message such as “road closedahead” or other message.

In this case, the transceiver can be a WiMAX system. In anotherembodiment, the transceiver can be a meshed 802 protocol networkconfiguration with a constantly morphing mobile mesh network that helpsdrivers avoid accidents, identify traffic jams miles before theyencounter them, and act as a relay point for Internet access. In oneembodiment, the mesh network can be the ZigBee mesh network. In anotherembodiment, the mesh network can be a modified Wi-Fi protocol called802.11p standard for allowing data exchange between moving vehicles inthe 5.9 GHz band. 802.11p operates in the 5.835-5.925 GHz range, dividedinto 7 channels of 10 MHz each. The standard defines mechanisms thatallow IEEE 802.11™ technology to be used in high speed radioenvironments typical of cars and trucks. In these environments, the802.11p enhancements to the previous standards enable robust andreliable car-to-car and car-to-curb communications by addressingchallenges such as extreme Doppler shifts, rapidly changing multipathconditions, and the need to quickly establish a link and exchange datain very short times (less than 100 ms). Further enhancements are definedto support other higher layer protocols that are designed for thevehicular environment, such as the set of IEEE 1609™ standards forWireless Access in Vehicular Environments (WAVE). 802.11p supportsIntelligent Transportation Systems (ITS) applications such ascooperative safety, traffic and accident control, intersection collisionavoidance, and emergency warning.

One variation of 802.11p is called the Dedicated Short RangeCommunications (DSRC), a U.S. Department of Transportation project aswell as the name of the 5.9 GHz frequency band allocated for the ITScommunications. More information on the 802.11p standard can be obtainedfrom the IEEE. DSRC itself is not a mesh. It's a broadcast, so it onlyreaches vehicles within range. Meshing requires a lot moresophistication. There's a routing aspect to it, relaying messages toother nodes. DSRC is much simpler.

One embodiment uses high-powered, heavily encrypted Wi-Fi thatestablishes point-to-point connections between cars within a half-mileradius. Those connections are used to communicate vital informationbetween vehicles, either triggering alerts to the driver or interpretedby the vehicle's computer. An intelligent car slamming on its brakescould communicate to all of the vehicles behind it that it's coming torapid halt, giving the driver that much more warning that he too needsto hit the brakes.

But because these cars are networked—the car in front of one vehicle isconnected to the car in front it and so forth—in a distributed mesh, anintelligent vehicle can know if cars miles down the road are slamming ontheir brakes, alerting the driver to potential traffic jams. Givenenough vehicles with the technology, individual cars become nodes in aconstantly changing, self-aware network that can not only monitor what'sgoing on in the immediate vicinity, but across a citywide traffic grid.

In one embodiment, the processor receives travel routes and sensor datafrom adjacent vehicles, such information is then used for preparingvehicular brakes for a detected turn or an anticipated turn fromadjacent vehicles. The travel routes can be transmitted over a vehicularWi-Fi system that sends protected information to nearby vehiclesequipped with Wi-Fi or Bluetooth or ZigBee nodes. In one embodiment, amesh-network is formed with Wi-Fi transceivers, wherein each vehicle isgiven a temporary ID in each vehicular block, similar to a cellularblock where vehicles can join or leave the vehicular block. Once thevehicle joins a group, travel routes and sensor data is transferredamong vehicles in a group. Once travel routes are shared, the processorcan determine potential or desired actions from the adjacent vehiclesand adjust appropriately. For example, if the car in front of thevehicle is about to make a turn, the system prepares the brakes andgently tugs the driver's seat belt to give the drive notice that the carin front is about to slow down. In another example, if the processordetects that the driver is about to make a lane change to the left basedon sensor data and acceleration pedal actuation, but if the processordetects that the vehicle behind in the desired lane is also speeding up,the system can warn the driver and disengage the lane change to avoidthe accident. Thus, the processor receives travel routes and sensor datafrom adjacent vehicles and notifying the driver of a detected turn or ananticipated turn from adjacent vehicles. The processor receives travelroutes and sensor data from adjacent vehicles and optimizes groupvehicular speed to improve fuel efficiency. The processor receivestravel routes and sensor data from adjacent vehicles and sequences redlight(s) to optimize fuel efficiency. The processor notifies the driverof driving behaviors from other drivers at a predetermined location. Theprocessor switches turn signals and brakes using a predeterminedprotocol to reduce insurance premium for the driver. The processor warnsthe driver to avoid driving in a predetermined pattern, driving during apredetermined time, driving in a predetermined area, or parking in apredetermined area to reduce insurance premium for the driver. Theprocessor sends driver behavior data to an insurer, including at leastone of: vehicle speed, vehicle accelerations, vehicle location, seatbeltuse, wireless device use, turn signal use, detection of ethanol vapor,driver seating position, and time.

The various systems described above may be used by the computer tooperate the vehicle and maneuver from one location to another. Forexample, a user may enter destination information into the navigationsystem, either manually or audibly. The vehicle may determine itslocation to a few inches based on a combination of the GPS receiverdata, the sensor data, as well as the detailed map information. Inresponse, the navigation system may generate a route between the presentlocation of the vehicle and the destination.

When the driver is ready to relinquish some level of control to theautonomous driving computer, the user may activate the computer. Thecomputer may be activated, for example, by pressing a button or bymanipulating a lever such as gear shifter. Rather than taking controlimmediately, the computer may scan the surroundings and determinewhether there are any obstacles or objects in the immediate vicinitywhich may prohibit or reduce the ability of the vehicle to avoid acollision. In this regard, the computer may require that the drivercontinue controlling the vehicle manually or with some level of control(such as the steering or acceleration) before entering into a fullyautonomous mode.

Once the vehicle is able to maneuver safely without the assistance ofthe driver, the vehicle may become fully autonomous and continue to thedestination. The driver may continue to assist the vehicle bycontrolling, for example, steering or whether the vehicle changes lanes,or the driver may take control of the vehicle immediately in the eventof an emergency.

The vehicle may continuously use the sensor data to identify objects,such as traffic signals, people, other vehicles, and other objects, inorder to maneuver the vehicle to the destination and reduce thelikelihood of a collision. The vehicle may use the map data to determinewhere traffic signals or other objects should appear and take actions,for example, by signaling turns or changing lanes. Once the vehicle hasarrived at the destination, the vehicle may provide audible or visualcues to the driver. For example, by displaying “You have arrived” on oneor more of the electronic displays.

The vehicle may be only partially autonomous. For example, the drivermay select to control one or more of the following: steering,acceleration, braking, and emergency braking.

The vehicle may also have one or more user interfaces that allow thedriver to reflect the driver's driving a style. For example, the vehiclemay include a dial which controls the level of risk or aggressivenesswith which a driver would like the computer to use when controlling thevehicle. For example, a more aggressive driver may want to change lanesmore often to pass cars, drive in the left lane on a highway, maneuverthe vehicle closer to the surrounding vehicles, and drive faster thanless aggressive drivers. A less aggressive driver may prefer for thevehicle to take more conservative actions, such as somewhat at or belowthe speed limit, avoiding congested highways, or avoiding populatedareas in order to increase the level of safety. By manipulating thedial, the thresholds used by the computer to calculate whether to passanother car, drive closer to other vehicles, increase speed and the likemay change. In other words, changing the dial may affect a number ofdifferent settings used by the computer during its decision makingprocesses. A driver may also be permitted, via the user interface, tochange individual settings that relate to the driver's preferences. Inone embodiment, insurance rates for the driver or vehicle may be basedon the style of the driving selected by the driver.

Aggressiveness settings may also be modified to reflect the type ofvehicle and its passengers and cargo. For example, if an autonomoustruck is transporting dangerous cargo (e.g., chemicals or flammableliquids), its aggressiveness settings may be less aggressive than a carcarrying a single driver—even if the aggressive dials of both such atruck and car are set to “high.” Moreover, trucks traveling across longdistances over narrow, unpaved, rugged or icy terrain or vehicles may beplaced in a more conservative mode in order reduce the likelihood of acollision or other incident.

In another example, the vehicle may include sport and non-sport modeswhich the user may select or deselect in order to change theaggressiveness of the ride. By way of example, while in “sport mode”,the vehicle may navigate through turns at the maximum speed that issafe, whereas in “non-sport mode”, the vehicle may navigate throughturns at the maximum speed which results in g-forces that are relativelyimperceptible by the passengers in the car.

The vehicle's characteristics may also be adjusted based on whether thedriver or the computer is in control of the vehicle. For example, when aperson is driving manually the suspension may be made fairly stiff sothat the person may “feel” the road and thus drive more responsively orcomfortably, while, when the computer is driving, the suspension may bemade such softer so as to save energy and make for a more comfortableride for passengers.

The system may be implemented in hardware, firmware or software, or acombination of the three. Preferably the invention is implemented in acomputer program executed on a programmable computer having a processor,a data storage system, volatile and non-volatile memory and/or storageelements, at least one input device and at least one output device.

Each computer program is tangibly stored in a machine-readable storagemedia or device (e.g., program memory or magnetic disk) readable by ageneral or special purpose programmable computer, for configuring andcontrolling operation of a computer when the storage media or device isread by the computer to perform the procedures described herein. Theinventive system may also be considered to be embodied in acomputer-readable storage medium, configured with a computer program,where the storage medium so configured causes a computer to operate in aspecific and predefined manner to perform the functions describedherein.

The system has been described herein in considerable detail in order tocomply with the patent statutes and to provide those skilled in the artwith the information needed to apply the novel principles and toconstruct and use such specialized components as are required. However,it is to be understood that the invention can be carried out byspecifically different equipment and devices, and that variousmodifications, both as to the equipment details and operatingprocedures, can be accomplished without departing from the scope of theinvention itself.

1. A system, comprising: a car sharing network that invites ride-sharersto join the network; a computer receiving a trip request from one ormore riders including a module for: matching, by the computer, the triprequest to one or more routes having at least a common route andsatisfying a cost-effective route; dispatching, by a computer, anautonomous vehicle to pick up the rider(s) along the cost-effectiveroute; recommending an item of interest to the rider(s); and changingthe route to accommodate the recommendation.
 2. The system of claim 1,wherein the computer receives an on-demand requests to deliver an item,wherein the matching module determines a match between the package andat least one rider, and to generate a carpool proposal directed at avehicle driver to pool the rider and the package.
 3. The system of claim1, wherein the computer retrieves a social network profile from therider and recommends one or more items of interests for the rider. 4.The system of claim 1, wherein the item is at least one of a foodproduct, a perishable, a consumable, a household item, a commodity, abeverage, a fruit, a bread, a meat, a paper product, a tool, a medicine,a plastic product, and a health related product.
 5. The system of claim1, comprising geo-fencing the item in an area that encompasses aneighborhood community in a threshold geographical radius from a userwho creates the group.
 6. The system of claim 5, wherein the geo-fencingis constrained to a street, a neighborhood, a city, and a county.
 7. Thesystem of claim 1, wherein the benefit includes one of: a discount and areward.
 8. The system of claim 1, comprising a bidding system coupled tothe providers of the items with a time constrained auction system. 9.The system of claim 1 wherein each member commits to procuring itemswhen a winning provider is identified.
 10. The system of claim 9 furthercomprising identifying the winning provider through at least one of anopen auction system, a closed auction system, a dutch auction system, areverse auction system, and a first to commit to a service levelidentified in the item group system.
 11. The system of claim 9 furthercomprising providing a voting interface to members of the item groupsuch that the winning provider is determined based on the set ofproviders.
 12. The system of claim 1, wherein the computer compares adelivery location to existing delivery locations for a same day deliveryroute, and provides potential delivery times to the group.
 13. Thesystem of claim 1, comprising code for correlating the possible deliverytimes with predetermined delivery windows, presenting to the customerpotential delivery windows for the order, and receiving from thecustomer a selection of a delivery window.
 14. The system of claim 1,comprising code for identifying, by a computer, a first set of pointsreachable from a planned navigation route with a cost less than a firstthreshold cost; identifying, by the computer, a second set of pointsreachable from each point in the second set with a cost less than asecond threshold cost.
 15. The system of claim 1, wherein the computerdetermines that the rider comprises an elder person and adds apredetermined time buffer to deliver items to the rider.
 16. The systemof claim 1, wherein the computer determines rider identity using one of:a camera, a body signature, and a microphone, and wherein the computerprovides access to the vehicle.
 17. The system of claim 1, wherein thecomputer determines user activity and turns on a vehicular device insupport of the user activity.
 18. The system of claim 1, wherein thecomputer recommends destination options based on rider interest anddisplays available items near the options.
 19. The system of claim 1,wherein the computer determines credit rating for the rider based onrider start and destination locations.
 20. The system of claim 1,wherein the computer determines credit rating for the rider based onrider activity.